JP4849190B2 - Vehicle power supply system and electric vehicle - Google Patents

Vehicle power supply system and electric vehicle Download PDF

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JP4849190B2
JP4849190B2 JP2010536620A JP2010536620A JP4849190B2 JP 4849190 B2 JP4849190 B2 JP 4849190B2 JP 2010536620 A JP2010536620 A JP 2010536620A JP 2010536620 A JP2010536620 A JP 2010536620A JP 4849190 B2 JP4849190 B2 JP 4849190B2
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power
unit
vehicle
power transmission
transmission unit
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JPWO2010052785A1 (en
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真士 市川
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L5/00—Current collectors for power supply lines of electrically-propelled vehicles
    • B60L5/005—Current collectors for power supply lines of electrically-propelled vehicles without mechanical contact between the collector and the power supply line
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/12—Inductive energy transfer
    • B60L53/126—Methods for pairing a vehicle and a charging station, e.g. establishing a one-to-one relation between a wireless power transmitter and a wireless power receiver
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/305—Communication interfaces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/36—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles by positioning the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/37—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles using optical position determination, e.g. using cameras
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/30—Constructional details of charging stations
    • B60L53/35—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles
    • B60L53/38—Means for automatic or assisted adjustment of the relative position of charging devices and vehicles specially adapted for charging by inductive energy transfer
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H02J50/12—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling of the resonant type
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/80—Circuit arrangements or systems for wireless supply or distribution of electric power involving the exchange of data, concerning supply or distribution of electric power, between transmitting devices and receiving devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/90—Circuit arrangements or systems for wireless supply or distribution of electric power involving detection or optimisation of position, e.g. alignment
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/91—Electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2200/00—Type of vehicle
    • B60Y2200/90—Vehicles comprising electric prime movers
    • B60Y2200/92—Hybrid vehicles
    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0212—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory
    • G05D1/0225—Control of position or course in two dimensions specially adapted to land vehicles with means for defining a desired trajectory involving docking at a fixed facility, e.g. base station or loading bay
    • H02J7/025—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/16—Information or communication technologies improving the operation of electric vehicles

Description

この発明は、車両用給電システム、電動車両および車両用給電設備に関し、特に、車両外部に設けられる給電設備から非接触で受電可能な電動車両の給電設備への駐車制御技術に関する。   The present invention relates to a vehicle power supply system, an electric vehicle, and a vehicle power supply facility, and more particularly to a parking control technique for a power supply facility of an electric vehicle that can receive power in a contactless manner from a power supply facility provided outside the vehicle.

特開平９−２１５２１１号公報（特許文献１）は、車両外部の電源に接続される一次コイルと電気自動車の蓄電装置に接続される二次コイルとを電磁結合させて車両外部の電源から車両の蓄電装置を非接触で充電可能な電気自動車用充電システムを開示する。この充電システムにおいては、車体底部に二次コイルが設けられる。一方、駐車場の床面には凹所が形成され、その内部には一次コイルを移動可能に支持するコイル移動装置が設けられる。コイル移動装置のボディには、三つの磁気センサが備えられる。   Japanese Patent Laid-Open No. 9-215221 (Patent Document 1) discloses that a primary coil connected to a power supply outside a vehicle and a secondary coil connected to a power storage device of an electric vehicle are electromagnetically coupled to each other from the power supply outside the vehicle. Disclosed is an electric vehicle charging system capable of charging a power storage device in a contactless manner. In this charging system, a secondary coil is provided at the bottom of the vehicle body. On the other hand, a recess is formed in the floor surface of the parking lot, and a coil moving device for supporting the primary coil so as to be movable is provided therein. The body of the coil moving device is provided with three magnetic sensors.

車両の蓄電装置を充電するには、凹所を跨ぐように車両を駐車し、二次コイルを励磁する。そうすると、磁気センサにより二次コイルの位置が検出される。そして、その検出結果に基づいてコイル移動装置が駆動され、両コイルが電磁的に結合する位置に一次コイルが案内される（特許文献１参照）。   To charge the power storage device of the vehicle, the vehicle is parked across the recess and the secondary coil is excited. Then, the position of the secondary coil is detected by the magnetic sensor. Then, the coil moving device is driven based on the detection result, and the primary coil is guided to a position where both coils are electromagnetically coupled (see Patent Document 1).

なお、電源コードや送電ケーブルを用いずに非接触で送電する非接触送電技術としては、有力なものとして、電磁誘導を用いた送電、マイクロ波を用いた送電、および共鳴法による送電の３つの技術が知られている。   As non-contact power transmission technology for non-contact power transmission without using a power cord or a power transmission cable, there are three leading technologies: power transmission using electromagnetic induction, power transmission using microwaves, and power transmission using a resonance method. Technology is known.

このうち、共鳴法は、一対の共鳴器（たとえば一対の自己共振コイル）を電磁場（近接場）において共鳴させ、電磁場を介して送電する非接触の送電技術であり、数ｋＷの大電力を比較的長距離（たとえば数ｍ）送電することも可能である（非特許文献１参照）。
特開平９−２１５２１１号公報 特開平１１−１１７７公報 Andre Kurs et al., “Wireless Power Transfer via Strongly Coupled Magnetic Resonances”、［online］、２００７年７月６日、Science、第３１７巻、ｐ．８３−８６、［２００７年９月１２日検索］、インターネット＜URL：http://www.sciencemag.org/cgi/reprint/317/5834/83.pdf＞ Among them, the resonance method is a non-contact power transmission technique in which a pair of resonators (for example, a pair of self-resonant coils) are resonated in an electromagnetic field (near field) and transmitted through the electromagnetic field. It is also possible to transmit power over a long distance (for example, several meters) (see Non-Patent Document 1).
Japanese Patent Laid-Open No. 9-215211 JP-A-11-1177 Andre Kurs et al., “Wireless Power Transfer via Strongly Coupled Magnetic Resonances”, [online], July 6, 2007, Science, Vol. 317, p. 83-86, [Search September 12, 2007], Internet <URL: http://www.sciencemag.org/cgi/reprint/317/5834/83.pdf>

上記の特開平９−２１５２１１号公報に開示される充電システムは、一次コイルを移動可能に支持するコイル移動装置を駐車場に設ける必要があるので、装置が大掛かりなものとなる。今後、車両外部の給電設備から受電可能な車両の普及を図るためには、より簡易なシステム構成が望まれる。   In the charging system disclosed in the above Japanese Patent Application Laid-Open No. 9-215111, since it is necessary to provide a coil moving device that supports the primary coil so as to be movable in the parking lot, the device becomes large. In the future, a simpler system configuration is desired in order to popularize vehicles that can receive power from power supply facilities outside the vehicle.

そこで、この発明は、かかる課題を解決するためになされたものであり、その目的は、給電設備への駐車精度を確保しつつ簡易な構成から成る車両用給電システムならびにそれに用いられる電動車両および車両用給電設備を提供することである。   Accordingly, the present invention has been made to solve such a problem, and an object of the present invention is to provide a vehicle power supply system having a simple configuration while ensuring parking accuracy to the power supply facility, and an electric vehicle and a vehicle used therefor. Is to provide power supply equipment.

この発明によれば、車両用給電システムは、車両外部に設けられる給電設備の送電ユニットから車両に搭載された受電ユニットへ非接触で給電する車両用給電システムであって、第１および第２の検知手段と、第１および第２の誘導制御手段とを備える。第１の検知手段は、送電ユニットと受電ユニットとの位置関係を検知する。第１の誘導制御手段は、第１の検知手段の検知結果に基づいて送電ユニットへ車両を誘導するように車両を制御する。第２の検知手段は、送電ユニットから受電ユニットへの給電状況に基づいて送電ユニットと受電ユニットとの間の距離を検知する。第２の誘導制御手段は、第１の誘導制御手段により車両が送電ユニットに所定の距離まで近づくと、第２の検知手段の検知結果に基づいて送電ユニットと受電ユニットとの位置合わせを行なうように車両を制御する。   According to the present invention, a vehicle power supply system is a vehicle power supply system that supplies power in a non-contact manner from a power transmission unit of a power supply facility provided outside the vehicle to a power reception unit mounted on the vehicle. A detection means and first and second guidance control means are provided. The first detection means detects a positional relationship between the power transmission unit and the power reception unit. The first guidance control unit controls the vehicle so as to guide the vehicle to the power transmission unit based on the detection result of the first detection unit. The second detection unit detects a distance between the power transmission unit and the power reception unit based on a power supply state from the power transmission unit to the power reception unit. When the vehicle approaches the power transmission unit to the predetermined distance by the first guidance control means, the second guidance control means performs alignment between the power transmission unit and the power reception unit based on the detection result of the second detection means. To control the vehicle.

好ましくは、送電ユニットは、地面に配置される。受電ユニットは、車体底面に配置される。送電ユニットおよび受電ユニットの対向面積は、車体底面の面積よりも小さい。第１の検知手段は、撮影装置と、画像認識部とを含む。撮影装置は、車両に搭載され、車両の外部を撮影する。画像認識部は、撮影装置によって撮影された画像に基づいて送電ユニットの位置を認識する。上記所定の距離は、車両が送電ユニットに近づくことにより送電ユニットが車体下部に入り込むことによって、撮影装置により送電ユニットを撮影不可能となる距離である。   Preferably, the power transmission unit is disposed on the ground. The power receiving unit is disposed on the bottom surface of the vehicle body. The opposing area of the power transmission unit and the power reception unit is smaller than the area of the bottom surface of the vehicle body. The first detection means includes a photographing device and an image recognition unit. The imaging device is mounted on a vehicle and images the outside of the vehicle. The image recognition unit recognizes the position of the power transmission unit based on the image captured by the imaging device. The predetermined distance is a distance at which the power transmission unit cannot be photographed by the photographing device when the power transmission unit enters the lower part of the vehicle body as the vehicle approaches the power transmission unit.

また、好ましくは、上記所定の距離は、受電ユニットが送電ユニットから受電可能な予め設定された距離である。   Preferably, the predetermined distance is a preset distance at which the power reception unit can receive power from the power transmission unit.

好ましくは、車両用給電システムは、通信手段をさらに備える。通信手段は、車両と給電設備との間で通信を行なう。第１の検知手段は、送電ユニットの位置を示す発光部をさらに含む。発光部は、通信手段により車両と給電設備との間の通信が確立した後に発光する。   Preferably, the vehicle power supply system further includes a communication unit. The communication means performs communication between the vehicle and the power supply facility. The first detection means further includes a light emitting unit indicating the position of the power transmission unit. The light emitting unit emits light after communication between the vehicle and the power supply facility is established by the communication means.

さらに好ましくは、発光部は、通信手段により車両から受ける指令に応じて発光する。
好ましくは、車両用給電システムは、通信手段をさらに備える。通信手段は、車両と給電設備との間で通信を行なう。給電設備は、通信手段により車両から受ける指令に応じて起動される。More preferably, the light emitting unit emits light according to a command received from the vehicle by the communication means.
Preferably, the vehicle power supply system further includes a communication unit. The communication means performs communication between the vehicle and the power supply facility. The power supply facility is activated in response to a command received from the vehicle by the communication means.

好ましくは、送電ユニットは、電源から電力を受ける送電用コイルを含む。受電ユニットは、送電用コイルから非接触で受電するための受電用コイルを含む。第２の検知手段は、距離推定部を含む。距離推定部は、送電用コイルから充電用コイルへ送電される電力の情報に基づいて送電ユニットと受電ユニットとの間の距離を推定する。   Preferably, the power transmission unit includes a power transmission coil that receives power from a power source. The power receiving unit includes a power receiving coil for receiving power from the power transmitting coil in a contactless manner. The second detection means includes a distance estimation unit. The distance estimation unit estimates the distance between the power transmission unit and the power reception unit based on information on the power transmitted from the power transmission coil to the charging coil.

好ましくは、第２の誘導制御手段による送電ユニットと受電ユニットとの位置合わせの実行中に送電ユニットから受電ユニットへ供給される電力の大きさは、位置合わせの完了後に送電ユニットから受電ユニットへ供給される電力よりも小さい。   Preferably, the magnitude of the power supplied from the power transmission unit to the power receiving unit during execution of alignment between the power transmission unit and the power receiving unit by the second guidance control unit is supplied from the power transmission unit to the power receiving unit after the alignment is completed. Is less than the power being

好ましくは、第１の誘導制御手段は、第１の制御部を含む。第１の制御部は、第１の検知手段の検知結果に基づいて車両のステアリングを制御する。第２の誘導制御手段は、第２の制御部を含む。第２の制御部は、第２の検知手段の検知結果に基づいて車両の駆動および制動を制御する。   Preferably, the first guidance control means includes a first control unit. The first control unit controls the steering of the vehicle based on the detection result of the first detection unit. The second guidance control means includes a second control unit. The second control unit controls driving and braking of the vehicle based on the detection result of the second detection unit.

また、この発明によれば、電動車両は、車両外部に設けられる給電設備の送電ユニットから給電される電力を用いて電動機により走行可能な電動車両であって、受電ユニットと、第１および第２の検知部と、第１および第２の誘導制御部とを備える。受電ユニットは、送電ユニットから送出される電力を非接触で受電するように構成される。第１の検知部は、送電ユニットの位置を検知する。第１の誘導制御部は、第１の検知部の検知結果に基づいて送電ユニットへ当該車両を誘導するように当該車両を制御する。第２の検知部は、送電ユニットから受電ユニットへの給電状況に基づいて送電ユニットと受電ユニットとの間の距離を検知する。第２の誘導制御部は、第１の誘導制御部により当該車両が送電ユニットに所定の距離まで近づくと、第２の検知部の検知結果に基づいて送電ユニットと受電ユニットとの位置合わせを行なうように当該車両を制御する。   In addition, according to the present invention, the electric vehicle is an electric vehicle that can be driven by an electric motor using electric power supplied from a power transmission unit of a power supply facility provided outside the vehicle, the power receiving unit, and the first and second power receiving units. And a first guidance control unit and a second guidance control unit. The power receiving unit is configured to receive the power transmitted from the power transmitting unit in a contactless manner. The first detection unit detects the position of the power transmission unit. The first guidance control unit controls the vehicle to guide the vehicle to the power transmission unit based on the detection result of the first detection unit. The second detection unit detects a distance between the power transmission unit and the power reception unit based on a power supply state from the power transmission unit to the power reception unit. The second guidance control unit aligns the power transmission unit and the power reception unit based on the detection result of the second detection unit when the vehicle approaches the power transmission unit to the predetermined distance by the first guidance control unit. The vehicle is controlled as follows.

好ましくは、送電ユニットは、地面に配置される。受電ユニットは、車体底面に配置される。送電ユニットおよび受電ユニットの対向面積は、車体底面の面積よりも小さい。第１の検知部は、撮影装置と、画像認識部とを含む。撮影装置は、車両の外部を撮影する。画像認識部は、撮影装置によって撮影された画像に基づいて送電ユニットの位置を認識する。上記所定の距離は、当該車両が送電ユニットに近づくことにより送電ユニットが車体下部に入り込むことによって、撮影装置により送電ユニットを撮影不可能となる距離である。   Preferably, the power transmission unit is disposed on the ground. The power receiving unit is disposed on the bottom surface of the vehicle body. The opposing area of the power transmission unit and the power reception unit is smaller than the area of the bottom surface of the vehicle body. The first detection unit includes a photographing device and an image recognition unit. The photographing device photographs the outside of the vehicle. The image recognition unit recognizes the position of the power transmission unit based on the image captured by the imaging device. The predetermined distance is a distance at which the power transmission unit cannot be photographed by the photographing device when the power transmission unit enters the lower part of the vehicle body as the vehicle approaches the power transmission unit.

また、好ましくは、上記所定の距離は、受電ユニットが送電ユニットから受電可能な予め設定された距離である。   Preferably, the predetermined distance is a preset distance at which the power reception unit can receive power from the power transmission unit.

好ましくは、電動車両は、通信部をさらに備える。通信部は、給電設備と通信を行なう。給電設備は、送電ユニットの位置を示す発光部を含む。通信部は、給電設備との通信が確立した後、発光部の点灯を指示する指令を給電設備へ送信する。   Preferably, the electric vehicle further includes a communication unit. The communication unit communicates with the power supply facility. The power supply facility includes a light emitting unit that indicates a position of the power transmission unit. A communication part transmits the command which instruct | indicates lighting of a light emission part to power supply equipment, after communication with power supply equipment is established.

好ましくは、電動車両は、通信部をさらに備える。通信部は、給電設備と通信を行なう。通信部は、給電設備の起動を指示する指令を給電設備へ送信する。   Preferably, the electric vehicle further includes a communication unit. The communication unit communicates with the power supply facility. The communication unit transmits a command for instructing activation of the power supply facility to the power supply facility.

好ましくは、送電ユニットは、電源から電力を受ける送電用コイルを含む。受電ユニットは、送電用コイルから非接触で受電するための受電用コイルを含む。第２の検知部は、距離推定部を含む。距離推定部は、送電用コイルから充電用コイルへ送電される電力の情報に基づいて送電ユニットと受電ユニットとの間の距離を推定する。   Preferably, the power transmission unit includes a power transmission coil that receives power from a power source. The power receiving unit includes a power receiving coil for receiving power from the power transmitting coil in a contactless manner. The second detection unit includes a distance estimation unit. The distance estimation unit estimates the distance between the power transmission unit and the power reception unit based on information on the power transmitted from the power transmission coil to the charging coil.

好ましくは、第２の誘導制御部による送電ユニットと受電ユニットとの位置合わせ時に送電ユニットから受電ユニットへ供給される電力の大きさは、送電ユニットと受電ユニットとの位置合わせ完了後に送電ユニットから受電ユニットへ供給される電力よりも小さい。   Preferably, the magnitude of the power supplied from the power transmission unit to the power receiving unit when the second guidance control unit aligns the power transmission unit and the power receiving unit is determined so that the power received from the power transmission unit after the alignment between the power transmission unit and the power receiving unit is completed. Less than the power supplied to the unit.

好ましくは、第１の誘導制御部は、第１の制御部を含む。第１の制御部は、第１の検知部の検知結果に基づいて車両のステアリングを制御する。第２の誘導制御部は、第２の制御部を含む。第２の制御部は、第２の検知部の検知結果に基づいて車両の駆動および制動を制御する。   Preferably, the first guidance control unit includes a first control unit. The first control unit controls the steering of the vehicle based on the detection result of the first detection unit. The second guidance control unit includes a second control unit. The second control unit controls driving and braking of the vehicle based on the detection result of the second detection unit.

また、この発明によれば、車両用給電設備は、車両に搭載された受電ユニットへ非接触で給電する車両用給電設備であって、送電ユニットと、通信部と、電力制御部とを備える。送電ユニットは、電源から受ける電力を受電ユニットへ非接触で送出するように構成される。通信部は、車両と通信を行なう。電力制御部は、送電ユニットから受電ユニットへ送出される電力を制御する。車両は、送電ユニットから受電ユニットへの給電状況に基づいて送電ユニットと受電ユニットとの位置合わせを行なうように構成される。車両において位置合わせの実行中であることを示す信号を通信部により車両から受信しているとき、電力制御部は、位置合わせの完了後に送電ユニットから受電ユニットへ送出される電力よりも小さくなるように電力を制御する。   Moreover, according to this invention, the vehicle power supply facility is a vehicle power supply facility that supplies power to a power receiving unit mounted on the vehicle in a non-contact manner, and includes a power transmission unit, a communication unit, and a power control unit. The power transmission unit is configured to send the power received from the power source to the power reception unit in a contactless manner. The communication unit communicates with the vehicle. The power control unit controls the power sent from the power transmission unit to the power receiving unit. The vehicle is configured to align the power transmission unit and the power reception unit based on a power supply state from the power transmission unit to the power reception unit. When the signal indicating that the alignment is being performed in the vehicle is received from the vehicle by the communication unit, the power control unit is configured to be smaller than the power sent from the power transmission unit to the power receiving unit after the alignment is completed. To control the power.

好ましくは、車両用給電設備は、送電ユニットの位置を示す発光部をさらに備える。発光部は、通信部により車両との通信が確立した後に発光する。   Preferably, the vehicle power supply facility further includes a light emitting unit indicating a position of the power transmission unit. The light emitting unit emits light after communication with the vehicle is established by the communication unit.

さらに好ましくは、発光部は、通信部により車両から受ける指令に応じて発光する。
好ましくは、電力制御部は、通信部により車両から受ける指令に応じて起動される。More preferably, the light emitting unit emits light according to a command received from the vehicle by the communication unit.
Preferably, the power control unit is activated in response to a command received from the vehicle by the communication unit.

この発明においては、車両の駐車制御は２段階で行なわれる。第１段階では、第１の検知手段により送電ユニットと受電ユニットとの位置関係が検知され、その検知結果に基づいて送電ユニットへ車両を誘導するように第１の誘導制御手段により車両が制御される。第２段階では、送電ユニットから受電ユニットへの給電状況に基づいて第２の検知手段により送電ユニットと受電ユニットとの間の距離が検知される。そして、第１の誘導制御手段により車両が送電ユニットに所定の距離まで近づくと、第２の検知手段の検知結果に基づいて送電ユニットと受電ユニットとの位置合わせを行なうように第２の誘導制御手段により車両が制御される。これにより、大掛かりな設備を備えることなく、給電設備の送電ユニットと車両に搭載された受電ユニットとの位置合わせを行なうことができる。   In the present invention, vehicle parking control is performed in two stages. In the first stage, the positional relationship between the power transmission unit and the power receiving unit is detected by the first detection means, and the vehicle is controlled by the first guidance control means so as to guide the vehicle to the power transmission unit based on the detection result. The In the second stage, the distance between the power transmission unit and the power reception unit is detected by the second detection means based on the power supply status from the power transmission unit to the power reception unit. Then, when the vehicle approaches the power transmission unit to a predetermined distance by the first guidance control means, the second guidance control is performed so that the power transmission unit and the power reception unit are aligned based on the detection result of the second detection means. The vehicle is controlled by the means. Thereby, position alignment with the power transmission unit of electric power feeding equipment and the power receiving unit mounted in the vehicle can be performed, without providing a large-scale installation.

したがって、この発明によれば、給電設備への駐車精度を確保しつつ簡易な構成で車両用給電システムを実現することができる。   Therefore, according to this invention, the vehicle power supply system can be realized with a simple configuration while ensuring the parking accuracy to the power supply facility.

この発明の実施の形態による車両用給電システムの全体構成図である。1 is an overall configuration diagram of a vehicle power supply system according to an embodiment of the present invention. 共鳴法による送電の原理を説明するための図である。It is a figure for demonstrating the principle of the power transmission by the resonance method. 電流源（磁流源）からの距離と電磁界の強度との関係を示した図である。It is the figure which showed the relationship between the distance from an electric current source (magnetic current source), and the intensity | strength of an electromagnetic field. 図１に示す電動車両の詳細構成図である。It is a detailed block diagram of the electric vehicle shown in FIG. 図４に示す制御装置の機能ブロック図である。It is a functional block diagram of the control apparatus shown in FIG. 送電ユニットおよび受電ユニット間の距離と一次側電圧との関係を示した図である。It is the figure which showed the relationship between the distance between a power transmission unit and a power receiving unit, and a primary side voltage. 送電ユニットおよび受電ユニット間の距離と二次側電圧との関係を示した図である。It is the figure which showed the relationship between the distance between a power transmission unit and a power receiving unit, and a secondary side voltage. 送電ユニットおよび受電ユニット間の距離と一次側電流との関係を示した図である。It is the figure which showed the relationship between the distance between a power transmission unit and a power receiving unit, and a primary side electric current. 送電ユニットおよび受電ユニット間の距離とその微分値の変化を示した図である。It is the figure which showed the change between the distance between a power transmission unit and a power receiving unit, and its differential value. 図１に示す給電設備の機能ブロック図である。It is a functional block diagram of the electric power feeding installation shown in FIG. 電動車両の制御装置および給電設備のＥＣＵにより実行される車両の誘導制御を説明するためのフローチャートである。It is a flowchart for demonstrating the guidance control of the vehicle performed by the control apparatus of an electric vehicle, and ECU of electric power feeding equipment.

符号の説明Explanation of symbols

１０ 車両用給電システム、１００ 電動車両、１１０ 受電ユニット、１１２，３４０ 二次自己共振コイル、１１４，３５０ 二次コイル、１２０ カメラ、１３０，２４０ 通信部、１４０ 整流器、１４２ ＤＣ／ＤＣコンバータ、１５０ 蓄電装置、１６２ 昇圧コンバータ、１６４，１６６ インバータ、１７２，１７４ モータジェネレータ、１７６ エンジン、１７７ 動力分割装置、１７８ 駆動輪、１８０ 制御装置、１９０，２７２ 電圧センサ、２００ 給電設備、２１０ 電源装置、２２０ 送電ユニット、２２２，３２０ 一次コイル、２２４，３３０ 一次自己共振コイル、２３０ 発光部、２５０ 交流電源、２６０ 高周波電力ドライバ、２７０ ＥＣＵ、２７４ 電流センサ、３１０ 高周波電源、３６０ 負荷、４１０ ＩＰＡ−ＥＣＵ、４２０ ＥＰＳ、４３０ ＭＧ−ＥＣＵ、４４０ ＥＣＢ、４５０ ＥＰＢ、４６０ 共鳴ＥＣＵ、４７０ ＨＶ−ＥＣＵ、ＳＭＲ１，ＳＭＲ２ システムメインリレー、ＰＬ１，ＰＬ２ 正極線、ＮＬ 負極線。   DESCRIPTION OF SYMBOLS 10 Power supply system for vehicles, 100 Electric vehicle, 110 Power receiving unit, 112,340 Secondary self-resonant coil, 114,350 Secondary coil, 120 Camera, 130,240 Communication unit, 140 Rectifier, 142 DC / DC converter, 150 Power storage Device, 162 step-up converter, 164, 166 inverter, 172, 174 motor generator, 176 engine, 177 power split device, 178 drive wheel, 180 control device, 190, 272 voltage sensor, 200 power supply equipment, 210 power supply device, 220 power transmission unit , 222, 320 Primary coil, 224, 330 Primary self-resonant coil, 230 Light emitting unit, 250 AC power supply, 260 High frequency power driver, 270 ECU, 274 Current sensor, 310 High frequency power supply, 360 Load, 410 PA-ECU, 420 EPS, 430 MG-ECU, 440 ECB, 450 EPB, 460 resonance ECU, 470 HV-ECU, SMR1, SMR2 system main relay, PL1, PL2 positive line, NL negative electrode line.

以下、本発明の実施の形態について、図面を参照しながら詳細に説明する。なお、図中同一または相当部分には同一符号を付してその説明は繰返さない。   Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the drawings, the same or corresponding parts are denoted by the same reference numerals and description thereof will not be repeated.

図１は、この発明の実施の形態による車両用給電システムの全体構成図である。図１を参照して、車両用給電システム１０は、電動車両１００と、給電設備２００とを備える。電動車両１００は、受電ユニット１１０と、カメラ１２０と、通信部１３０とを含む。   FIG. 1 is an overall configuration diagram of a vehicle power supply system according to an embodiment of the present invention. Referring to FIG. 1, a vehicle power supply system 10 includes an electric vehicle 100 and a power supply facility 200. Electric vehicle 100 includes a power receiving unit 110, a camera 120, and a communication unit 130.

受電ユニット１１０は、車体底面に固設され、給電設備２００の送電ユニット２２０（後述）から送出される電力を非接触で受電するように構成される。詳しくは、受電ユニット１１０は、自己共振コイル（後述）を含み、送電ユニット２２０に含まれる自己共振コイルと電磁場を介して共鳴することにより送電ユニット２２０から非接触で受電する。カメラ１２０は、受電ユニット１１０と送電ユニット２２０との位置関係を検知するために設けられ、たとえば車両後方を撮影可能に車体に取付けられる。通信部１３０は、電動車両１００と給電設備２００との間で通信を行なうための通信インターフェースである。   The power receiving unit 110 is fixed to the bottom surface of the vehicle body, and is configured to receive power transmitted from a power transmitting unit 220 (described later) of the power supply facility 200 in a contactless manner. Specifically, the power receiving unit 110 includes a self-resonant coil (described later), and receives power from the power transmitting unit 220 in a non-contact manner by resonating with a self-resonant coil included in the power transmitting unit 220 via an electromagnetic field. The camera 120 is provided to detect the positional relationship between the power reception unit 110 and the power transmission unit 220, and is attached to the vehicle body so that, for example, the rear of the vehicle can be photographed. Communication unit 130 is a communication interface for performing communication between electric vehicle 100 and power supply facility 200.

給電設備２００は、電源装置２１０と、送電ユニット２２０と、発光部２３０と、通信部２４０とを含む。電源装置２１０は、たとえば系統電源から供給される商用交流電力を高周波の電力に変換して送電ユニット２２０へ出力する。なお、電源装置２１０が生成する高周波電力の周波数は、たとえば１Ｍ〜１０数ＭＨｚである。   The power supply facility 200 includes a power supply device 210, a power transmission unit 220, a light emitting unit 230, and a communication unit 240. The power supply device 210 converts, for example, commercial AC power supplied from a system power supply into high-frequency power and outputs it to the power transmission unit 220. In addition, the frequency of the high frequency electric power which the power supply device 210 produces | generates is 1M-several dozen MHz, for example.

送電ユニット２２０は、駐車場の床面に固設され、電源装置２１０から供給される高周波電力を電動車両１００の受電ユニット１１０へ非接触で送出するように構成される。詳しくは、送電ユニット２２０は、自己共振コイル（後述）を含み、受電ユニット１１０に含まれる自己共振コイルと電磁場を介して共鳴することにより受電ユニット１１０へ非接触で送電する。発光部２３０は、送電ユニット２２０上に複数設けられ、送電ユニット２２０の位置を示すために設けられる。発光部２３０は、たとえばＬＥＤなどから成る。通信部２４０は、給電設備２００と電動車両１００との間で通信を行なうための通信インターフェースである。   The power transmission unit 220 is fixed to the floor surface of the parking lot, and is configured to transmit the high-frequency power supplied from the power supply device 210 to the power receiving unit 110 of the electric vehicle 100 in a non-contact manner. Specifically, the power transmission unit 220 includes a self-resonant coil (described later), and transmits power to the power receiving unit 110 in a contactless manner by resonating with a self-resonant coil included in the power receiving unit 110 via an electromagnetic field. A plurality of light emitting units 230 are provided on the power transmission unit 220 and are provided to indicate the position of the power transmission unit 220. The light emitting unit 230 is made of, for example, an LED. Communication unit 240 is a communication interface for performing communication between power supply facility 200 and electric vehicle 100.

この車両用給電システム１０においては、給電設備２００の送電ユニット２２０から高周波の電力が送出され、電動車両１００の受電ユニット１１０に含まれる自己共振コイルと送電ユニット２２０に含まれる自己共振コイルとが電磁場を介して共鳴することにより、給電設備２００から電動車両１００へ給電される。ここで、給電設備２００から電動車両１００への給電に際し、電動車両１００を給電設備２００へ誘導して電動車両１００の受電ユニット１１０と給電設備２００の送電ユニット２２０との位置合わせを行なう必要がある。そして、この実施の形態においては、電動車両１００の給電設備２００への駐車制御は２段階で行なわれる。   In the vehicle power supply system 10, high-frequency power is transmitted from the power transmission unit 220 of the power supply facility 200, and the self-resonant coil included in the power receiving unit 110 of the electric vehicle 100 and the self-resonant coil included in the power transmission unit 220 are electromagnetic fields. The electric power is supplied from the power supply facility 200 to the electric vehicle 100 by resonating with the electric vehicle 100. Here, when power is supplied from the power supply facility 200 to the electric vehicle 100, it is necessary to guide the electric vehicle 100 to the power supply facility 200 to align the power receiving unit 110 of the electric vehicle 100 and the power transmission unit 220 of the power supply facility 200. . And in this embodiment, the parking control to the electric power feeding equipment 200 of the electric vehicle 100 is performed in two steps.

すなわち、第１段階においては、カメラ１２０によって撮影される画像に基づいて電動車両１００の受電ユニット１１０と給電設備２００の送電ユニット２２０との位置関係が検知され、その検知結果に基づいて送電ユニット２２０へ車両を誘導するように車両が制御される。より詳しくは、送電ユニット２２０上に設けられた複数の発光部２３０がカメラ１２０によって撮影され、複数の発光部２３０の位置および向きが画像認識される。そして、その画像認識の結果に基づいて送電ユニット２２０と車両との位置および向きが認識され、その認識結果に基づいて送電ユニット２２０へ車両が誘導される。   That is, in the first stage, the positional relationship between the power receiving unit 110 of the electric vehicle 100 and the power transmission unit 220 of the power supply facility 200 is detected based on an image photographed by the camera 120, and the power transmission unit 220 is based on the detection result. The vehicle is controlled to guide the vehicle to More specifically, the plurality of light emitting units 230 provided on the power transmission unit 220 are photographed by the camera 120, and the positions and orientations of the plurality of light emitting units 230 are image-recognized. Then, the position and orientation of the power transmission unit 220 and the vehicle are recognized based on the result of the image recognition, and the vehicle is guided to the power transmission unit 220 based on the recognition result.

ここで、受電ユニット１１０および送電ユニット２２０の対向面積は、車体底面の面積よりも小さいところ、送電ユニット２２０が車体下部に入り込むことによってカメラ１２０により送電ユニット２２０を撮影できなくなると、第１段階から第２段階に切替わる。この第２段階においては、送電ユニット２２０から受電ユニット１１０への給電が行なわれ、その給電状況に基づいて送電ユニット２２０と受電ユニット１１０との距離が検知される。そして、その距離情報に基づいて、送電ユニット２２０と受電ユニット１１０との位置合わせを行なうように車両が制御される。   Here, the facing area of the power receiving unit 110 and the power transmission unit 220 is smaller than the area of the bottom surface of the vehicle body. When the power transmission unit 220 enters the lower part of the vehicle body and the camera 120 cannot photograph the power transmission unit 220, the first stage starts. Switch to the second stage. In the second stage, power is supplied from the power transmission unit 220 to the power reception unit 110, and the distance between the power transmission unit 220 and the power reception unit 110 is detected based on the power supply status. Based on the distance information, the vehicle is controlled so that the power transmission unit 220 and the power reception unit 110 are aligned.

なお、上記の第２段階時に送電ユニット２２０から送出される電力の大きさは、送電ユニット２２０と受電ユニット１１０との位置合わせの完了後に送電ユニット２２０から受電ユニット１１０へ供給される電力よりも小さく設定される。上記第２段階時に送電ユニット２２０から電力を送出するのは、送電ユニット２２０と受電ユニット１１０との間の距離を検知するためであり、本格的な給電を行なう際の大電力は不要だからである。   Note that the magnitude of the power transmitted from the power transmission unit 220 in the second stage is smaller than the power supplied from the power transmission unit 220 to the power reception unit 110 after the alignment between the power transmission unit 220 and the power reception unit 110 is completed. Is set. The reason why the power is transmitted from the power transmission unit 220 in the second stage is to detect the distance between the power transmission unit 220 and the power reception unit 110, and because a large amount of power is not required when performing full-scale power supply. .

次に、この実施の形態による車両用給電システム１０に用いられる非接触給電方法について説明する。この実施の形態による車両用給電システム１０では、共鳴法を用いて給電設備２００から電動車両１００への給電が行なわれる。   Next, a non-contact power feeding method used in the vehicle power feeding system 10 according to this embodiment will be described. In the vehicle power supply system 10 according to this embodiment, power is supplied from the power supply facility 200 to the electric vehicle 100 using the resonance method.

図２は、共鳴法による送電の原理を説明するための図である。図２を参照して、この共鳴法では、２つの音叉が共鳴するのと同様に、同じ固有振動数を有する２つのＬＣ共振コイルが電磁場（近接場）において共鳴することによって、一方のコイルから他方のコイルへ電磁場を介して電力が伝送される。   FIG. 2 is a diagram for explaining the principle of power transmission by the resonance method. Referring to FIG. 2, in this resonance method, in the same way as two tuning forks resonate, two LC resonance coils having the same natural frequency resonate in an electromagnetic field (near field), and thereby, from one coil. Electric power is transmitted to the other coil via an electromagnetic field.

具体的には、高周波電源３１０に一次コイル３２０を接続し、電磁誘導により一次コイル３２０と磁気的に結合される一次自己共振コイル３３０へ１Ｍ〜１０数ＭＨｚの高周波電力を給電する。一次自己共振コイル３３０は、コイル自身のインダクタンスと浮遊容量とによるＬＣ共振器であり、一次自己共振コイル３３０と同じ共振周波数を有する二次自己共振コイル３４０と電磁場（近接場）を介して共鳴する。そうすると、一次自己共振コイル３３０から二次自己共振コイル３４０へ電磁場を介してエネルギー（電力）が移動する。二次自己共振コイル３４０へ移動したエネルギー（電力）は、電磁誘導により二次自己共振コイル３４０と磁気的に結合される二次コイル３５０によって取出され、負荷３６０へ供給される。なお、共鳴法による送電は、一次自己共振コイル３３０と二次自己共振コイル３４０との共鳴強度を示すＱ値がたとえば１００よりも大きいときに実現される。   Specifically, the primary coil 320 is connected to the high frequency power supply 310, and 1 M to 10 and several MHz high frequency power is supplied to the primary self-resonant coil 330 that is magnetically coupled to the primary coil 320 by electromagnetic induction. The primary self-resonant coil 330 is an LC resonator having an inductance and stray capacitance of the coil itself, and resonates with a secondary self-resonant coil 340 having the same resonance frequency as the primary self-resonant coil 330 via an electromagnetic field (near field). . Then, energy (electric power) moves from the primary self-resonant coil 330 to the secondary self-resonant coil 340 via the electromagnetic field. The energy (electric power) transferred to the secondary self-resonant coil 340 is taken out by the secondary coil 350 magnetically coupled to the secondary self-resonant coil 340 by electromagnetic induction and supplied to the load 360. Note that power transmission by the resonance method is realized when the Q value indicating the resonance intensity between the primary self-resonant coil 330 and the secondary self-resonant coil 340 is greater than 100, for example.

なお、図１との対応関係については、二次自己共振コイル３４０および二次コイル３５０が図１の受電ユニット１１０に対応し、一次コイル３２０および一次自己共振コイル３３０が図１の送電ユニット２２０に対応する。   1, the secondary self-resonant coil 340 and the secondary coil 350 correspond to the power receiving unit 110 in FIG. 1, and the primary coil 320 and the primary self-resonant coil 330 correspond to the power transmission unit 220 in FIG. 1. Correspond.

図３は、電流源（磁流源）からの距離と電磁界の強度との関係を示した図である。図３を参照して、電磁界は３つの成分を含む。曲線ｋ１は、波源からの距離に反比例した成分であり、「輻射電磁界」と称される。曲線ｋ２は、波源からの距離の２乗に反比例した成分であり、「誘導電磁界」と称される。また、曲線ｋ３は、波源からの距離の３乗に反比例した成分であり、「静電磁界」と称される。   FIG. 3 is a diagram showing the relationship between the distance from the current source (magnetic current source) and the intensity of the electromagnetic field. Referring to FIG. 3, the electromagnetic field includes three components. The curve k1 is a component that is inversely proportional to the distance from the wave source, and is referred to as a “radiated electromagnetic field”. A curve k2 is a component inversely proportional to the square of the distance from the wave source, and is referred to as an “induction electromagnetic field”. The curve k3 is a component inversely proportional to the cube of the distance from the wave source, and is referred to as an “electrostatic magnetic field”.

この中でも波源からの距離とともに急激に電磁波の強度が減少する領域があるが、共鳴法では、この近接場（エバネッセント場）を利用してエネルギー（電力）の伝送が行なわれる。すなわち、近接場を利用して、同じ固有振動数を有する一対の共鳴器（たとえば一対のＬＣ共振コイル）を共鳴させることにより、一方の共鳴器（一次自己共振コイル）から他方の共鳴器（二次自己共振コイル）へエネルギー（電力）を伝送する。この近接場は遠方にエネルギー（電力）を伝播しないので、遠方までエネルギーを伝播する「輻射電磁界」によりエネルギー（電力）を伝送する電磁波に比べて、共鳴法は、より少ないエネルギー損失で送電することができる。   Among these, there is a region where the intensity of the electromagnetic wave rapidly decreases with the distance from the wave source. In the resonance method, energy (electric power) is transmitted using this near field (evanescent field). That is, by using a near field to resonate a pair of resonators (for example, a pair of LC resonance coils) having the same natural frequency, one resonator (primary self-resonant coil) and the other resonator (two Energy (electric power) is transmitted to the next self-resonant coil. Since this near field does not propagate energy (electric power) far away, the resonance method transmits power with less energy loss than electromagnetic waves that transmit energy (electric power) by "radiation electromagnetic field" that propagates energy far away. be able to.

図４は、図１に示した電動車両１００の詳細構成図である。図４を参照して、電動車両１００は、蓄電装置１５０と、システムメインリレーＳＭＲ１と、昇圧コンバータ１６２と、インバータ１６４，１６６と、モータジェネレータ１７２，１７４と、エンジン１７６と、動力分割装置１７７と、駆動輪１７８とを含む。また、電動車両１００は、二次自己共振コイル１１２と、二次コイル１１４と、整流器１４０と、ＤＣ／ＤＣコンバータ１４２と、システムメインリレーＳＭＲ２と、電圧センサ１９０とをさらに含む。さらに、電動車両１００は、制御装置１８０と、カメラ１２０と、通信部１３０とをさらに含む。   FIG. 4 is a detailed configuration diagram of electric vehicle 100 shown in FIG. Referring to FIG. 4, electrically powered vehicle 100 includes power storage device 150, system main relay SMR 1, boost converter 162, inverters 164 and 166, motor generators 172 and 174, engine 176, and power split device 177. Drive wheel 178. Electric vehicle 100 further includes a secondary self-resonant coil 112, a secondary coil 114, a rectifier 140, a DC / DC converter 142, a system main relay SMR2, and a voltage sensor 190. Electric vehicle 100 further includes a control device 180, a camera 120, and a communication unit 130.

この電動車両１００は、エンジン１７６およびモータジェネレータ１７４を動力源として搭載する。エンジン１７６およびモータジェネレータ１７２，１７４は、動力分割装置１７７に連結される。そして、電動車両１００は、エンジン１７６およびモータジェネレータ１７４の少なくとも一方が発生する駆動力によって走行する。エンジン１７６が発生する動力は、動力分割装置１７７によって２経路に分割される。すなわち、一方は駆動輪１７８へ伝達される経路であり、もう一方はモータジェネレータ１７２へ伝達される経路である。   This electric vehicle 100 is equipped with an engine 176 and a motor generator 174 as power sources. Engine 176 and motor generators 172 and 174 are connected to power split device 177. Electric vehicle 100 travels by a driving force generated by at least one of engine 176 and motor generator 174. The power generated by the engine 176 is divided into two paths by the power split device 177. That is, one is a path transmitted to the drive wheel 178 and the other is a path transmitted to the motor generator 172.

モータジェネレータ１７２は、交流回転電機であり、たとえばロータに永久磁石が埋設された三相交流同期電動機から成る。モータジェネレータ１７２は、動力分割装置１７７によって分割されたエンジン１７６の運動エネルギーを用いて発電する。たとえば、蓄電装置１５０の充電状態（「ＳＯＣ（State Of Charge）」とも称される。）が予め定められた値よりも低くなると、エンジン１７６が始動してモータジェネレータ１７２により発電が行なわれ、蓄電装置１５０が充電される。   Motor generator 172 is an AC rotating electric machine, and includes, for example, a three-phase AC synchronous motor in which a permanent magnet is embedded in a rotor. Motor generator 172 generates power using the kinetic energy of engine 176 divided by power split device 177. For example, when the state of charge of power storage device 150 (also referred to as “SOC (State Of Charge)”) becomes lower than a predetermined value, engine 176 is started and motor generator 172 generates power to store power. Device 150 is charged.

モータジェネレータ１７４も、交流回転電機であり、モータジェネレータ１７２と同様に、たとえばロータに永久磁石が埋設された三相交流同期電動機から成る。モータジェネレータ１７４は、蓄電装置１５０に蓄えられた電力およびモータジェネレータ１７２により発電された電力の少なくとも一方を用いて駆動力を発生する。そして、モータジェネレータ１７４の駆動力は、駆動輪１７８に伝達される。   The motor generator 174 is also an AC rotating electric machine, and is composed of, for example, a three-phase AC synchronous motor in which a permanent magnet is embedded in a rotor, like the motor generator 172. Motor generator 174 generates a driving force using at least one of the electric power stored in power storage device 150 and the electric power generated by motor generator 172. Then, the driving force of motor generator 174 is transmitted to driving wheel 178.

また、車両の制動時や下り斜面での加速度低減時には、運動エネルギーや位置エネルギーとして車両に蓄えられた力学的エネルギーが駆動輪１７８を介してモータジェネレータ１７４の回転駆動に用いられ、モータジェネレータ１７４が発電機として作動する。これにより、モータジェネレータ１７４は、走行エネルギーを電力に変換して制動力を発生する回生ブレーキとして作動する。そして、モータジェネレータ１７４により発電された電力は、蓄電装置１５０に蓄えられる。   Further, when braking the vehicle or reducing acceleration on the down slope, the mechanical energy stored in the vehicle as kinetic energy or positional energy is used for rotational driving of the motor generator 174 via the drive wheels 178, and the motor generator 174 is Operates as a generator. Thus, motor generator 174 operates as a regenerative brake that converts running energy into electric power and generates braking force. The electric power generated by motor generator 174 is stored in power storage device 150.

動力分割装置１７７は、サンギヤと、ピニオンギヤと、キャリアと、リングギヤとを含む遊星歯車から成る。ピニオンギヤは、サンギヤおよびリングギヤと係合する。キャリアは、ピニオンギヤを自転可能に支持するとともに、エンジン１７６のクランクシャフトに連結される。サンギヤは、モータジェネレータ１７２の回転軸に連結される。リングギヤはモータジェネレータ１７４の回転軸および駆動輪１７８に連結される。   Power split device 177 includes a planetary gear including a sun gear, a pinion gear, a carrier, and a ring gear. The pinion gear engages with the sun gear and the ring gear. The carrier supports the pinion gear so as to be able to rotate and is coupled to the crankshaft of the engine 176. The sun gear is coupled to the rotation shaft of motor generator 172. The ring gear is connected to the rotation shaft of motor generator 174 and drive wheel 178.

蓄電装置１５０は、再充電可能な直流電源であり、たとえばリチウムイオンやニッケル水素などの二次電池から成る。蓄電装置１５０は、ＤＣ／ＤＣコンバータ１４２から供給される電力を蓄えるほか、モータジェネレータ１７２，１７４によって発電される回生電力も蓄える。そして、蓄電装置１５０は、その蓄えた電力を昇圧コンバータ１６２へ供給する。なお、蓄電装置１５０として大容量のキャパシタも採用可能であり、給電設備２００（図１）から供給される電力やモータジェネレータ１７２，１７４からの回生電力を一時的に蓄え、その蓄えた電力を昇圧コンバータ１６２へ供給可能な電力バッファであれば如何なるものでもよい。   The power storage device 150 is a rechargeable DC power source, and is composed of, for example, a secondary battery such as lithium ion or nickel metal hydride. Power storage device 150 stores electric power supplied from DC / DC converter 142 and also stores regenerative power generated by motor generators 172 and 174. Power storage device 150 supplies the stored power to boost converter 162. Note that a large-capacity capacitor can also be used as the power storage device 150, and temporarily stores the power supplied from the power supply facility 200 (FIG. 1) and the regenerative power from the motor generators 172 and 174, and boosts the stored power. Any power buffer that can be supplied to the converter 162 may be used.

システムメインリレーＳＭＲ１は、蓄電装置１５０と昇圧コンバータ１６２との間に配設される。システムメインリレーＳＭＲ１は、制御装置１８０からの信号ＳＥ１が活性化されると、蓄電装置１５０を昇圧コンバータ１６２と電気的に接続し、信号ＳＥ１が非活性化されると、蓄電装置１５０と昇圧コンバータ１６２との間の電路を遮断する。昇圧コンバータ１６２は、制御装置１８０からの信号ＰＷＣに基づいて、正極線ＰＬ２の電圧を蓄電装置１５０から出力される電圧以上の電圧に昇圧する。なお、この昇圧コンバータ１６２は、たとえば直流チョッパ回路から成る。インバータ１６４，１６６は、それぞれモータジェネレータ１７２，１７４に対応して設けられる。インバータ１６４は、制御装置１８０からの信号ＰＷＩ１に基づいてモータジェネレータ１７２を駆動し、インバータ１６６は、制御装置１８０からの信号ＰＷＩ２に基づいてモータジェネレータ１７４を駆動する。なお、インバータ１６４，１６６は、たとえば三相ブリッジ回路から成る。   System main relay SMR1 is arranged between power storage device 150 and boost converter 162. System main relay SMR1 electrically connects power storage device 150 to boost converter 162 when signal SE1 from control device 180 is activated, and power storage device 150 and boost converter when signal SE1 is deactivated. The electric path to 162 is cut off. Boost converter 162 boosts the voltage on positive line PL <b> 2 to a voltage equal to or higher than the voltage output from power storage device 150 based on signal PWC from control device 180. Boost converter 162 is formed of a DC chopper circuit, for example. Inverters 164 and 166 are provided corresponding to motor generators 172 and 174, respectively. Inverter 164 drives motor generator 172 based on signal PWI 1 from control device 180, and inverter 166 drives motor generator 174 based on signal PWI 2 from control device 180. Inverters 164 and 166 are formed of, for example, a three-phase bridge circuit.

二次自己共振コイル１１２は、両端がオープン（非接続）のＬＣ共振コイルであり、給電設備２００の一次自己共振コイル（後述）と電磁場を介して共鳴することにより給電設備２００から受電する。なお、二次自己共振コイル１１２の容量成分は、コイルの浮遊容量とするが、コイルの両端に接続されるコンデンサを設けてもよい。この二次自己共振コイル１１２については、給電設備２００の一次自己共振コイルとの距離や、一次自己共振コイルおよび二次自己共振コイル１１２の共鳴周波数等に基づいて、一次自己共振コイルと二次自己共振コイル１１２との共鳴強度を示すＱ値（たとえば、Ｑ＞１００）およびその結合度を示すκ等が大きくなるようにその巻数が適宜設定される。   The secondary self-resonant coil 112 is an LC resonant coil whose both ends are open (not connected), and receives power from the power supply facility 200 by resonating with a primary self-resonant coil (described later) of the power supply facility 200 via an electromagnetic field. The capacitance component of the secondary self-resonant coil 112 is the stray capacitance of the coil, but capacitors connected to both ends of the coil may be provided. Regarding the secondary self-resonant coil 112, the primary self-resonant coil and the secondary self-resonant coil 112 are based on the distance from the primary self-resonant coil of the power supply facility 200, the resonance frequency of the primary self-resonant coil and the secondary self-resonant coil 112, and the like. The number of turns is appropriately set so that the Q value (for example, Q> 100) indicating the resonance intensity with the resonance coil 112 and κ indicating the coupling degree thereof are increased.

二次コイル１１４は、二次自己共振コイル１１２と同軸上に配設され、電磁誘導により二次自己共振コイル１１２と磁気的に結合可能である。この二次コイル１１４は、二次自己共振コイル１１２により受電された電力を電磁誘導により取出して整流器１４０へ出力する。なお、二次自己共振コイル１１２および二次コイル１１４は、図１に示した受電ユニット１１０を形成する。   The secondary coil 114 is disposed coaxially with the secondary self-resonant coil 112 and can be magnetically coupled to the secondary self-resonant coil 112 by electromagnetic induction. The secondary coil 114 takes out the electric power received by the secondary self-resonant coil 112 by electromagnetic induction and outputs it to the rectifier 140. The secondary self-resonant coil 112 and the secondary coil 114 form the power receiving unit 110 shown in FIG.

整流器１４０は、二次コイル１１４によって取出された交流電力を整流する。ＤＣ／ＤＣコンバータ１４２は、制御装置１８０からの信号ＰＷＤに基づいて、整流器１４０によって整流された電力を蓄電装置１５０の電圧レベルに変換して蓄電装置１５０へ出力する。システムメインリレーＳＭＲ２は、ＤＣ／ＤＣコンバータ１４２と蓄電装置１５０との間に配設される。システムメインリレーＳＭＲ２は、制御装置１８０からの信号ＳＥ２が活性化されると、蓄電装置１５０をＤＣ／ＤＣコンバータ１４２と電気的に接続し、信号ＳＥ２が非活性化されると、蓄電装置１５０とＤＣ／ＤＣコンバータ１４２との間の電路を遮断する。電圧センサ１９０は、整流器１４０とＤＣ／ＤＣコンバータ１４２との間の電圧ＶＨを検出し、その検出値を制御装置１８０へ出力する。   The rectifier 140 rectifies the AC power extracted by the secondary coil 114. Based on signal PWD from control device 180, DC / DC converter 142 converts the power rectified by rectifier 140 into a voltage level of power storage device 150 and outputs the voltage level to power storage device 150. System main relay SMR <b> 2 is arranged between DC / DC converter 142 and power storage device 150. System main relay SMR2 electrically connects power storage device 150 to DC / DC converter 142 when signal SE2 from control device 180 is activated, and power storage device 150 when signal SE2 is deactivated. The electric circuit between the DC / DC converter 142 is cut off. Voltage sensor 190 detects voltage VH between rectifier 140 and DC / DC converter 142 and outputs the detected value to control device 180.

制御装置１８０は、アクセル開度や車両速度、その他種々のセンサからの信号に基づいて、昇圧コンバータ１６２およびモータジェネレータ１７２，１７４をそれぞれ駆動するための信号ＰＷＣ，ＰＷＩ１，ＰＷＩ２を生成し、その生成した信号ＰＷＣ，ＰＷＩ１，ＰＷＩ２をそれぞれ昇圧コンバータ１６２およびインバータ１６４，１６６へ出力する。そして、車両の走行時、制御装置１８０は、信号ＳＥ１を活性化してシステムメインリレーＳＭＲ１をオンさせるとともに、信号ＳＥ２を非活性化してシステムメインリレーＳＭＲ２をオフさせる。   Control device 180 generates signals PWC, PWI1, and PWI2 for driving boost converter 162 and motor generators 172 and 174, respectively, based on the accelerator opening, vehicle speed, and other signals from various sensors. The signals PWC, PWI1, and PWI2 are output to boost converter 162 and inverters 164 and 166, respectively. When the vehicle travels, control device 180 activates signal SE1 to turn on system main relay SMR1, and deactivates signal SE2 to turn off system main relay SMR2.

また、給電設備２００（図１）から電動車両１００への給電が行なわれるとき、制御装置１８０は、カメラ１２０によって撮影された画像をカメラ１２０から受ける。また、制御装置１８０は、給電設備２００から送出される電力の情報（電圧および電流）を給電設備２００から通信部１３０を介して受け、電圧センサ１９０によって検出される電圧ＶＨの検出値を電圧センサ１９０から受ける。そして、制御装置１８０は、これらのデータに基づいて、給電設備２００の送電ユニット２２０（図１）へ当該車両を誘導するように後述の方法により車両の駐車制御を実行する。   When power is supplied from the power supply facility 200 (FIG. 1) to the electric vehicle 100, the control device 180 receives an image captured by the camera 120 from the camera 120. In addition, the control device 180 receives information (voltage and current) of power transmitted from the power supply facility 200 via the communication unit 130 from the power supply facility 200, and detects the detected value of the voltage VH detected by the voltage sensor 190 as a voltage sensor. Receive from 190. And the control apparatus 180 performs parking control of a vehicle by the method mentioned later so that the said vehicle may be guide | induced to the power transmission unit 220 (FIG. 1) of the electric power feeding equipment 200 based on these data.

送電ユニット２２０への駐車制御が完了すると、制御装置１８０は、通信部１３０を介して給電設備２００へ給電指令を送信するとともに、信号ＳＥ２を活性化してシステムメインリレーＳＭＲ２をオンさせる。そして、制御装置１８０は、ＤＣ／ＤＣコンバータ１４２を駆動するための信号ＰＷＤを生成し、その生成した信号ＰＷＤをＤＣ／ＤＣコンバータ１４２へ出力する。   When the parking control to power transmission unit 220 is completed, control device 180 transmits a power supply command to power supply facility 200 via communication unit 130 and activates signal SE2 to turn on system main relay SMR2. Then, control device 180 generates a signal PWD for driving DC / DC converter 142 and outputs the generated signal PWD to DC / DC converter 142.

図５は、図４に示した制御装置１８０の機能ブロック図である。図５を参照して、制御装置１８０は、ＩＰＡ（Intelligent Parking Assist）−ＥＣＵ（Electronic Control Unit）４１０と、ＥＰＳ（Electric Power Steering）４２０と、ＭＧ（Motor-Generator）−ＥＣＵ４３０と、ＥＣＢ（Electronically Controlled Brake）４４０と、ＥＰＢ（Electric Parking Brake）４５０と、共鳴ＥＣＵ４６０と、ＨＶ（Hybrid Vehicle）−ＥＣＵ４７０とを含む。   FIG. 5 is a functional block diagram of control device 180 shown in FIG. Referring to FIG. 5, control device 180 includes an IPA (Intelligent Parking Assist) -ECU (Electronic Control Unit) 410, an EPS (Electric Power Steering) 420, an MG (Motor-Generator) -ECU 430, and an ECB (Electronically). Controlled Brake) 440, EPB (Electric Parking Brake) 450, resonance ECU 460, and HV (Hybrid Vehicle) -ECU 470 are included.

ＩＰＡ−ＥＣＵ４１０は、車両の動作モードが充電モードのとき、カメラ１２０から受ける画像情報に基づいて、給電設備２００の送電ユニット２２０（図１）へ車両を誘導する誘導制御を実行する（第１の誘導制御）。具体的には、ＩＰＡ−ＥＣＵ４１０は、カメラ１２０から受ける画像情報に基づいて送電ユニット２２０を認識する。ここで、送電ユニット２２０には、送電ユニット２２０の位置および向きを示す複数の発光部２３０が設けられており、ＩＰＡ−ＥＣＵ４１０は、カメラ１２０に映し出された複数の発光部２３０の映像に基づいて送電ユニット２２０との位置関係（おおよその距離および向き）を認識する。そして、ＩＰＡ−ＥＣＵ４１０は、その認識結果に基づいて、送電ユニット２２０へ適切な向きで車両が誘導されるようにＥＰＳ４２０へ指令を出力する。   When the operation mode of the vehicle is the charging mode, IPA-ECU 410 performs guidance control for guiding the vehicle to power transmission unit 220 (FIG. 1) of power supply facility 200 based on image information received from camera 120 (first control). Guidance control). Specifically, IPA-ECU 410 recognizes power transmission unit 220 based on image information received from camera 120. Here, the power transmission unit 220 is provided with a plurality of light emitting units 230 indicating the position and orientation of the power transmission unit 220, and the IPA-ECU 410 is based on images of the plurality of light emitting units 230 displayed on the camera 120. The positional relationship (approximate distance and direction) with the power transmission unit 220 is recognized. Then, IPA-ECU 410 outputs a command to EPS 420 so that the vehicle is guided to power transmission unit 220 in an appropriate direction based on the recognition result.

また、ＩＰＡ−ＥＣＵ４１０は、送電ユニット２２０に車両が近づくことによって送電ユニット２２０が車体下部に入り込み、カメラ１２０によって送電ユニット２２０を撮影できなくなると、カメラ１２０からの画像情報に基づく誘導制御（第１の誘導制御）の終了をＨＶ−ＥＣＵ４７０へ通知する。ＥＰＳ４２０は、第１の誘導制御時、ＩＰＡ−ＥＣＵ４１０からの指令に基づいてステアリングの自動制御を行なう。   Further, when the vehicle approaches the power transmission unit 220 and the power transmission unit 220 enters the lower part of the vehicle body and the camera 120 cannot photograph the power transmission unit 220, the IPA-ECU 410 performs guidance control based on image information from the camera 120 (first control). Is notified to the HV-ECU 470. The EPS 420 performs automatic steering control based on a command from the IPA-ECU 410 during the first guidance control.

ＭＧ−ＥＣＵ４３０は、ＨＶ−ＥＣＵ４７０からの指令に基づいて、モータジェネレータ１７２，１７４および昇圧コンバータ１６２を制御する。詳しくは、ＭＧ−ＥＣＵ４３０は、モータジェネレータ１７２，１７４および昇圧コンバータ１６２を駆動するための信号を生成してそれぞれインバータ１６４，１６６および昇圧コンバータ１６２へ出力する。   MG-ECU 430 controls motor generators 172 and 174 and boost converter 162 based on a command from HV-ECU 470. Specifically, MG-ECU 430 generates signals for driving motor generators 172 and 174 and boost converter 162 and outputs the signals to inverters 164 and 166 and boost converter 162, respectively.

ＥＣＢ４４０は、ＨＶ−ＥＣＵ４７０からの指令に基づいて、車両の制動を制御する。詳しくは、ＥＣＢ４４０は、ＨＶ−ＥＣＵ４７０からの指令に基づいて、油圧ブレーキの制御を行なうとともに、油圧ブレーキとモータジェネレータ１７４による回生ブレーキとの協調制御を行なう。ＥＰＢ４５０は、ＨＶ−ＥＣＵ４７０からの指令に基づいて、電動パーキングブレーキの制御を行なう。   The ECB 440 controls braking of the vehicle based on a command from the HV-ECU 470. Specifically, ECB 440 controls the hydraulic brake based on a command from HV-ECU 470 and performs cooperative control between the hydraulic brake and the regenerative brake by motor generator 174. EPB 450 controls the electric parking brake based on a command from HV-ECU 470.

共鳴ＥＣＵ４６０は、給電設備２００（図１）から送出される電力の情報を給電設備２００から通信部１３０を介して受ける。また、共鳴ＥＣＵ４６０は、車両における受電電圧を示す電圧ＶＨの検出値を電圧センサ１９０（図４）から受ける。そして、共鳴ＥＣＵ４６０は、たとえば給電設備２００からの送電電圧と電圧ＶＨとを比較することによって、給電設備２００の送電ユニット２２０と車両の受電ユニット１１０との距離を検知する。   The resonance ECU 460 receives information on the power transmitted from the power supply facility 200 (FIG. 1) from the power supply facility 200 via the communication unit 130. In addition, resonance ECU 460 receives a detected value of voltage VH indicating the received voltage in the vehicle from voltage sensor 190 (FIG. 4). Then, the resonance ECU 460 detects the distance between the power transmission unit 220 of the power supply facility 200 and the power reception unit 110 of the vehicle, for example, by comparing the power transmission voltage from the power supply facility 200 and the voltage VH.

具体的には、図６に示すような一定の一次側電圧（給電設備２００からの出力電圧）に対して、二次側電圧（電動車両１００の受電電圧）は、図７に示すように、給電設備２００の送電ユニット２２０と電動車両１００の受電ユニット１１０との間の距離Ｌに応じて変化する。そこで、この図６，７に示される一次側電圧および二次側電圧の関係を予め測定するなどしてマップ等を作成しておき、二次側電圧を示す電圧ＶＨの検出値に基づいて送電ユニット２２０と受電ユニット１１０との間の距離を検知することができる。   Specifically, for a certain primary side voltage (output voltage from the power supply facility 200) as shown in FIG. 6, the secondary side voltage (the received voltage of the electric vehicle 100) is as shown in FIG. It changes in accordance with the distance L between the power transmission unit 220 of the power supply facility 200 and the power receiving unit 110 of the electric vehicle 100. Therefore, a map or the like is created by measuring the relationship between the primary side voltage and the secondary side voltage shown in FIGS. 6 and 7 in advance, and power is transmitted based on the detected value of the voltage VH indicating the secondary side voltage. The distance between the unit 220 and the power receiving unit 110 can be detected.

なお、図８に示すように、送電ユニット２２０と受電ユニット１１０との間の距離Ｌに応じて一次側電流（給電設備２００からの出力電流）は変化するところ、この関係を用いて、給電設備２００からの出力電流の検出値に基づいて送電ユニット２２０と受電ユニット１１０との間の距離を検知してもよい。   As shown in FIG. 8, the primary current (the output current from the power supply facility 200) changes according to the distance L between the power transmission unit 220 and the power reception unit 110. The distance between the power transmission unit 220 and the power reception unit 110 may be detected based on the detected value of the output current from 200.

再び図５を参照して、共鳴ＥＣＵ４６０は、送電ユニット２２０と受電ユニット１１０との間の距離を検知すると、その距離情報をＨＶ−ＥＣＵ４７０へ出力する。また、共鳴ＥＣＵ４６０は、ＨＶ−ＥＣＵ４７０から充電開始指令を受けると、システムメインリレーＳＭＲ２へ出力される信号ＳＥ２を活性化することによってシステムメインリレーＳＭＲ２をオンさせる。そして、共鳴ＥＣＵ４６０は、ＤＣ／ＤＣコンバータ１４２を駆動するための信号を生成してＤＣ／ＤＣコンバータ１４２へ出力する。   Referring to FIG. 5 again, upon detecting the distance between power transmission unit 220 and power reception unit 110, resonance ECU 460 outputs the distance information to HV-ECU 470. When the resonance ECU 460 receives a charge start command from the HV-ECU 470, the resonance ECU 460 activates the signal SE2 output to the system main relay SMR2, thereby turning on the system main relay SMR2. Resonance ECU 460 generates a signal for driving DC / DC converter 142 and outputs the signal to DC / DC converter 142.

ＨＶ−ＥＣＵ４７０は、車両の動作モードが走行モードのとき、アクセルペダル／ブレーキペダルの操作状況や車両の走行状況等に応じて、ＭＧ−ＥＣＵ４３０およびＥＣＢ４４０へ制御指令を出力する。また、パーキングブレーキスイッチが操作される等して運転者によりパーキングブレーキの作動が指示されると、ＨＶ−ＥＣＵ４７０は、ＥＰＢ４５０へ動作指令を出力する。   HV-ECU 470 outputs a control command to MG-ECU 430 and ECB 440 according to the operation state of the accelerator pedal / brake pedal, the traveling state of the vehicle, and the like when the operation mode of the vehicle is the traveling mode. Further, when the driver gives an instruction to operate the parking brake, for example, by operating the parking brake switch, the HV-ECU 470 outputs an operation command to the EPB 450.

一方、車両の動作モードが充電モードのとき、ＨＶ−ＥＣＵ４７０は、通信部１３０によって給電設備２００（図１）との通信を確立し、給電設備２００を起動するための起動指令を通信部１３０を介して給電設備２００へ出力する。給電設備２００が起動すると、ＨＶ−ＥＣＵ４７０は、給電設備２００の送電ユニット２２０上に設けられる発光部２３０の点灯指令を通信部１３０を介して給電設備２００へ出力する。そして、発光部２３０が点灯すると、ＨＶ−ＥＣＵ４７０は、電動車両１００を送電ユニット２２０へ誘導する誘導制御を実行中であることを示す誘導制御中信号を通信部１３０を介して給電設備２００へ出力するとともに、カメラ１２０からの画像情報に基づく誘導制御（第１の誘導制御）の実行を指示する指令をＩＰＡ−ＥＣＵ４１０へ出力する。   On the other hand, when the operation mode of the vehicle is the charging mode, HV-ECU 470 establishes communication with power supply facility 200 (FIG. 1) by communication unit 130, and issues a start command for starting power supply facility 200 to communication unit 130. To the power supply facility 200. When the power supply facility 200 is activated, the HV-ECU 470 outputs a lighting command for the light emitting unit 230 provided on the power transmission unit 220 of the power supply facility 200 to the power supply facility 200 via the communication unit 130. When the light emitting unit 230 is turned on, the HV-ECU 470 outputs a guidance control in-progress signal indicating that the guidance control for guiding the electric vehicle 100 to the power transmission unit 220 is being performed to the power supply facility 200 via the communication unit 130. In addition, a command for instructing execution of guidance control (first guidance control) based on image information from the camera 120 is output to the IPA-ECU 410.

さらに、ＨＶ−ＥＣＵ４７０は、第１の誘導制御の終了通知をＩＰＡ−ＥＣＵ４１０から受けると、送電ユニット２２０と受電ユニット１１０との距離情報に基づく誘導制御を実行する（第２の誘導制御）。具体的には、ＨＶ−ＥＣＵ４７０は、給電設備２００の送電ユニット２２０と車両の受電ユニット１１０との距離情報を共鳴ＥＣＵ４６０から受け、その距離情報に基づいて、送電ユニット２２０と受電ユニット１１０との距離が最小となるように、車両の駆動および制動をそれぞれ制御するＭＧ−ＥＣＵ４３０およびＥＣＢ４４０へ指令を出力する。   Further, when receiving an end notification of the first guidance control from the IPA-ECU 410, the HV-ECU 470 performs guidance control based on distance information between the power transmission unit 220 and the power reception unit 110 (second guidance control). Specifically, the HV-ECU 470 receives distance information between the power transmission unit 220 of the power supply facility 200 and the power reception unit 110 of the vehicle from the resonance ECU 460, and based on the distance information, the distance between the power transmission unit 220 and the power reception unit 110. Command is output to MG-ECU 430 and ECB 440 that control the driving and braking of the vehicle, respectively.

なお、送電ユニット２２０と受電ユニット１１０との距離が最小であることの判断は、たとえば、図９に示すように、共鳴ＥＣＵ４６０から受ける送電ユニット２２０と受電ユニット１１０との距離Ｌの微分値が零となるときに基づいてなされる。   The determination that the distance between the power transmission unit 220 and the power reception unit 110 is minimum is, for example, as shown in FIG. 9, where the differential value of the distance L between the power transmission unit 220 and the power reception unit 110 received from the resonance ECU 460 is zero. It is made based on when.

再び図５を参照して、送電ユニット２２０と受電ユニット１１０との位置合わせが完了すると、ＨＶ−ＥＣＵ４７０は、ＥＰＢ４５０へ動作指令を出力し、その後、給電設備２００からの給電を指示する給電指令を通信部１３０を介して給電設備２００へ出力するとともに共鳴ＥＣＵ４６０へ充電開始指令を出力する。   Referring to FIG. 5 again, when the alignment between power transmission unit 220 and power reception unit 110 is completed, HV-ECU 470 outputs an operation command to EPB 450 and then issues a power supply command for instructing power supply from power supply facility 200. It outputs to the power feeding facility 200 via the communication unit 130 and outputs a charge start command to the resonance ECU 460.

この制御装置１８０においては、車両の動作モードが充電モードになると、ＨＶ−ＥＣＵ４７０は、通信部１３０によって給電設備２００との通信を確立し、通信部１３０を介して給電設備２００へ起動指令を送信する。起動指令に応じて給電設備２００が起動すると、ＨＶ−ＥＣＵ４７０は、通信部１３０を介して給電設備２００へ発光部２３０の点灯指令を送信する。送電ユニット２２０上の発光部２３０が点灯すると、ＨＶ−ＥＣＵ４７０は、通信部１３０を介して給電設備２００へ誘導制御中信号を送信するとともに、カメラ１２０からの画像情報に基づく誘導制御（第１の誘導制御）の実行を指示する指令をＩＰＡ−ＥＣＵ４１０へ出力する。   In this control device 180, when the operation mode of the vehicle becomes the charging mode, HV-ECU 470 establishes communication with power supply facility 200 through communication unit 130, and transmits an activation command to power supply facility 200 through communication unit 130. To do. When the power supply facility 200 is activated in response to the activation command, the HV-ECU 470 transmits a lighting command for the light emitting unit 230 to the power supply facility 200 via the communication unit 130. When the light emitting unit 230 on the power transmission unit 220 is turned on, the HV-ECU 470 transmits a guidance control in-progress signal to the power supply facility 200 via the communication unit 130 and guide control based on image information from the camera 120 (first control). A command for instructing execution of (guidance control) is output to IPA-ECU 410.

ＩＰＡ−ＥＣＵ４１０は、ＨＶ−ＥＣＵ４７０から指令を受けると、カメラ１２０からの画像情報に基づく誘導制御（第１の誘導制御）を実行し、ステアリングを自動制御するための指令をＥＰＳ４２０へ出力する。そして、車両が送電ユニット２２０へ近づくことにより送電ユニット２２０が車体下部へ入り込み、カメラ１２０によって送電ユニット２２０を認識不可になると、ＩＰＡ−ＥＣＵ４１０は、第１の誘導制御の終了をＨＶ−ＥＣＵ４７０へ通知する。   When receiving a command from the HV-ECU 470, the IPA-ECU 410 executes guidance control (first guidance control) based on image information from the camera 120, and outputs a command for automatically controlling the steering to the EPS 420. When the vehicle approaches the power transmission unit 220 and the power transmission unit 220 enters the lower part of the vehicle body and the power transmission unit 220 cannot be recognized by the camera 120, the IPA-ECU 410 notifies the HV-ECU 470 of the end of the first guidance control. To do.

一方、共鳴ＥＣＵ４６０は、上記の誘導制御中信号に応じて給電設備２００から送出される電力（上述のように、この電力は、駐車制御完了後に供給される電力よりも小さい。）の情報を給電設備２００から通信部１３０を介して受け、電動車両１００の受電電圧を示す電圧ＶＨの検出値を電圧センサ１９０から受ける。そして、共鳴ＥＣＵ４６０は、給電設備２００から電動車両１００への給電状況に基づいて送電ユニット２２０と受電ユニット１１０との間の距離を推定し、その距離情報をＨＶ−ＥＣＵ４７０へ出力する。ＨＶ−ＥＣＵ４７０は、カメラ１２０からの画像情報に基づく第１の誘導制御の終了通知をＩＰＡ−ＥＣＵ４１０から受けると、共鳴ＥＣＵ４６０から受ける送電ユニット２２０と受電ユニット１１０との距離情報に基づく誘導制御（第２の誘導制御）を実行し、車両の駆動および制動を自動制御するための指令をそれぞれＭＧ−ＥＣＵ４３０およびＥＣＢ４４０へ出力する。   On the other hand, the resonance ECU 460 feeds information on the electric power sent from the power feeding facility 200 in response to the above-described guidance control signal (as described above, this power is smaller than the power supplied after the completion of the parking control). The voltage sensor 190 receives a detected value of the voltage VH that is received from the facility 200 via the communication unit 130 and indicates the received voltage of the electric vehicle 100. Resonance ECU 460 estimates the distance between power transmission unit 220 and power reception unit 110 based on the power supply status from power supply facility 200 to electric vehicle 100, and outputs the distance information to HV-ECU 470. When the HV-ECU 470 receives from the IPA-ECU 410 the first guidance control end notification based on the image information from the camera 120, the guidance control (first control based on the distance information between the power transmission unit 220 and the power reception unit 110 received from the resonance ECU 460). 2), and commands for automatically controlling driving and braking of the vehicle are output to MG-ECU 430 and ECB 440, respectively.

そして、上記第２の誘導制御により送電ユニット２２０と受電ユニット１１０との位置合わせが完了すると、ＨＶ−ＥＣＵ４７０は、ＥＰＢ４５０へ動作指令を出力し、その後、通信部１３０を介して給電設備２００へ給電指令を出力するとともに共鳴ＥＣＵ４６０へ充電開始指令を出力する。これにより、給電設備２００から電動車両１００への実質的な給電が開始される。   When the positioning between the power transmission unit 220 and the power reception unit 110 is completed by the second guidance control, the HV-ECU 470 outputs an operation command to the EPB 450, and then supplies power to the power supply facility 200 via the communication unit 130. A command is output and a charging start command is output to the resonance ECU 460. Thereby, substantial power supply from the power supply facility 200 to the electric vehicle 100 is started.

図１０は、図１に示した給電設備２００の機能ブロック図である。図１０を参照して、給電設備２００は、交流電源２５０と、高周波電力ドライバ２６０と、一次コイル２２２と、一次自己共振コイル２２４と、電圧センサ２７２と、電流センサ２７４と、発光部２３０と、通信部２４０と、ＥＣＵ２７０とを含む。   FIG. 10 is a functional block diagram of the power supply facility 200 shown in FIG. Referring to FIG. 10, power supply facility 200 includes AC power supply 250, high-frequency power driver 260, primary coil 222, primary self-resonant coil 224, voltage sensor 272, current sensor 274, light emitting unit 230, Communication unit 240 and ECU 270 are included.

交流電源２５０は、車両外部の電源であり、たとえば系統電源である。高周波電力ドライバ２６０は、交流電源２５０から受ける電力を高周波の電力に変換し、その変換した高周波電力を一次コイル２２２へ供給する。なお、高周波電力ドライバ２６０が生成する高周波電力の周波数は、たとえば１Ｍ〜１０数ＭＨｚである。   AC power supply 250 is a power supply external to the vehicle, for example, a system power supply. The high frequency power driver 260 converts the power received from the AC power source 250 into high frequency power, and supplies the converted high frequency power to the primary coil 222. The frequency of the high-frequency power generated by the high-frequency power driver 260 is, for example, 1M to 10 and several MHz.

一次コイル２２２は、一次自己共振コイル２２４と同軸上に配設され、電磁誘導により一次自己共振コイル２２４と磁気的に結合可能である。そして、一次コイル２２２は、高周波電力ドライバ２６０から供給される高周波電力を電磁誘導により一次自己共振コイル２２４へ給電する。   Primary coil 222 is arranged coaxially with primary self-resonant coil 224 and can be magnetically coupled to primary self-resonant coil 224 by electromagnetic induction. The primary coil 222 feeds high-frequency power supplied from the high-frequency power driver 260 to the primary self-resonant coil 224 by electromagnetic induction.

一次自己共振コイル２２４は、電動車両１００の二次自己共振コイル１１２と同様に両端がオープン（非接続）のＬＣ共振コイルであり、電動車両１００の二次自己共振コイル１１２と電磁場を介して共鳴することにより電動車両１００へ電力を送電する。なお、一次自己共振コイル２２４の容量成分も、コイルの浮遊容量とするが、コイルの両端に接続されるコンデンサを設けてもよい。この一次自己共振コイル２２４も、電動車両１００の二次自己共振コイル１１２との距離や、一次自己共振コイル２２４および二次自己共振コイル１１２の共鳴周波数等に基づいて、Ｑ値（たとえば、Ｑ＞１００）および結合度κ等が大きくなるようにその巻数が適宜設定される。   The primary self-resonant coil 224 is an LC resonance coil having both ends open (not connected), like the secondary self-resonant coil 112 of the electric vehicle 100, and resonates with the secondary self-resonant coil 112 of the electric vehicle 100 via an electromagnetic field. By doing so, electric power is transmitted to the electric vehicle 100. The capacitance component of the primary self-resonant coil 224 is also the stray capacitance of the coil, but capacitors connected to both ends of the coil may be provided. The primary self-resonant coil 224 also has a Q value (for example, Q>) based on the distance from the secondary self-resonant coil 112 of the electric vehicle 100, the resonance frequency of the primary self-resonant coil 224 and the secondary self-resonant coil 112, and the like. 100), and the number of turns is appropriately set so that the degree of coupling κ and the like are increased.

なお、一次自己共振コイル２２４および一次コイル２２２は、図１に示した送電ユニット２２０を形成する。発光部２３０および通信部２４０は、図１で説明したとおりである。電圧センサ２７２は、高周波電力ドライバ２６０から出力される電圧ＶＳを検出し、その検出値をＥＣＵ２７０へ出力する。電流センサ２７４は、高周波電力ドライバ２６０から出力される電流ＩＳを検出し、その検出値をＥＣＵ２７０へ出力する。   The primary self-resonant coil 224 and the primary coil 222 form the power transmission unit 220 shown in FIG. The light emitting unit 230 and the communication unit 240 are as described in FIG. Voltage sensor 272 detects voltage VS output from high-frequency power driver 260 and outputs the detected value to ECU 270. Current sensor 274 detects current IS output from high-frequency power driver 260 and outputs the detected value to ECU 270.

ＥＣＵ２７０は、電動車両１００から通信部２４０を介して起動指令を受けると、給電設備２００を起動する。また、ＥＣＵ２７０は、電動車両１００から通信部２４０を介して発光部２３０の点灯指令を受けると、発光部２３０を点灯させる。そして、ＥＣＵ２７０は、電動車両１００から通信部２４０を介して給電指令を受けると、給電設備２００から電動車両１００へ供給される電力が目標値に一致するように高周波電力ドライバ２６０の出力を制御する。   When ECU 270 receives an activation command from electric vehicle 100 via communication unit 240, ECU 270 activates power supply facility 200. When ECU 270 receives a lighting command for light emitting unit 230 from electric vehicle 100 via communication unit 240, ECU 270 turns on light emitting unit 230. When ECU 270 receives a power supply command from electric vehicle 100 via communication unit 240, ECU 270 controls the output of high-frequency power driver 260 so that the electric power supplied from power supply facility 200 to electric vehicle 100 matches the target value. .

また、ＥＣＵ２７０は、電動車両１００から通信部２４０を介して誘導制御中信号を受けているとき、電圧センサ２７２からの電圧ＶＳおよび電流センサ２７４からの電流ＩＳの各検出値を含む給電設備２００の電力情報を通信部２４０を介して電動車両１００へ送信する。そして、ＥＣＵ２７０は、誘導制御中信号の受信中、給電指令に基づく給電実行時の電力よりも小さい所定の電力を出力するように高周波電力ドライバ２６０の出力を制御する。   In addition, when receiving an in-guidance control signal from the electric vehicle 100 via the communication unit 240, the ECU 270 includes the detected values of the voltage VS from the voltage sensor 272 and the current IS from the current sensor 274. The power information is transmitted to electric vehicle 100 via communication unit 240. The ECU 270 controls the output of the high-frequency power driver 260 so as to output a predetermined power smaller than the power at the time of power supply execution based on the power supply command during reception of the guidance control signal.

図１１は、電動車両１００の制御装置１８０および給電設備２００のＥＣＵ２６０により実行される車両の誘導制御を説明するためのフローチャートである。なお、このフローチャートの処理は、一定時間毎または所定の条件が成立する毎に実行される。   FIG. 11 is a flowchart for illustrating vehicle guidance control executed by control device 180 of electrically powered vehicle 100 and ECU 260 of power supply facility 200. Note that the processing of this flowchart is executed at regular time intervals or whenever a predetermined condition is satisfied.

図１１を参照して、電動車両１００において、制御装置１８０は、車両の動作モードが充電モードであるか否かを判定する（ステップＳ１０）。非充電モード時すなわち走行モード時は（ステップＳ１０においてＮＯ）、制御装置１８０は、以降の一連の処理を実行することなくステップＳ１２０へ処理を移行する。   Referring to FIG. 11, in electrically powered vehicle 100, control device 180 determines whether or not the operation mode of the vehicle is a charging mode (step S10). In the non-charging mode, that is, in the traveling mode (NO in step S10), control device 180 shifts the process to step S120 without executing a series of subsequent processes.

ステップＳ１０において充電モードであると判定されると（ステップＳ１０においてＹＥＳ）、制御装置１８０は、車両の通信部１３０と給電設備２００の通信部２４０との通信を確立し、給電設備２００の起動を指示する起動指令を通信部１３０によって給電設備２００へ送信する（ステップＳ２０）。次いで、制御装置１８０は、給電設備２００の送電ユニット２２０上に設けられる発光部２３０の点灯要求があると（ステップＳ２５においてＹＥＳ）、発光部２３０の点灯を指示する点灯指令を通信部１３０によって給電設備２００へ送信する（ステップＳ３０）。さらに次いで、制御装置１８０は、送電ユニット２２０への車両の誘導制御中であることを示す誘導制御中信号を通信部１３０によって給電設備２００へ送信し、送電ユニット２２０と受電ユニット１１０との位置合わせが完了するまで送信を継続する（ステップＳ４０）。   When it is determined in step S10 that the charging mode is set (YES in step S10), control device 180 establishes communication between communication unit 130 of the vehicle and communication unit 240 of power supply facility 200, and activates power supply facility 200. The instructing start command is transmitted to the power supply facility 200 by the communication unit 130 (step S20). Next, when there is a request to turn on the light emitting unit 230 provided on the power transmission unit 220 of the power supply facility 200 (YES in step S25), the control device 180 feeds a lighting command instructing lighting of the light emitting unit 230 by the communication unit 130. It transmits to the equipment 200 (step S30). Next, the control device 180 transmits a guidance control in-progress signal indicating that vehicle guidance control to the power transmission unit 220 is being performed to the power supply facility 200 by the communication unit 130, and aligns the power transmission unit 220 and the power reception unit 110. The transmission is continued until is completed (step S40).

そして、制御装置１８０は、上述の方法により、カメラ１２０からの画像情報に基づく誘導制御（第１の誘導制御）を実行する（ステップＳ５０）。この第１の誘導制御は、電動車両１００が給電設備２００へ近づくことにより送電ユニット２２０が車体下部に入り込むことによってカメラ１２０からの画像情報に基づき送電ユニット２２０を認識できなくなるまで実行される（ステップＳ６０）。   And the control apparatus 180 performs the guidance control (1st guidance control) based on the image information from the camera 120 by the above-mentioned method (step S50). This first guidance control is executed until the power transmission unit 220 cannot recognize the power transmission unit 220 based on the image information from the camera 120 when the electric vehicle 100 approaches the power supply facility 200 and the power transmission unit 220 enters the lower part of the vehicle body (step). S60).

カメラ１２０からの画像情報に基づいて送電ユニット２２０を認識できなくなると（ステップＳ６０においてＹＥＳ）、制御装置１８０は、給電設備２００から送信される電力情報（給電設備２００からの出力電圧および電流）に基づいて送電ユニット２２０と受電ユニット１１０との距離を上記の方法により推定する。そして、制御装置１８０は、送電ユニット２２０から受電ユニット１１０への給電状況に基づいて推定された上記の距離情報に基づく誘導制御（第２の誘導制御）を実行する（ステップＳ７０）。   If power transmission unit 220 cannot be recognized based on the image information from camera 120 (YES in step S60), control device 180 uses the power information transmitted from power supply facility 200 (the output voltage and current from power supply facility 200). Based on the above method, the distance between the power transmission unit 220 and the power reception unit 110 is estimated. And the control apparatus 180 performs the guidance control (2nd guidance control) based on said distance information estimated based on the electric power feeding condition from the power transmission unit 220 to the power receiving unit 110 (step S70).

第２の誘導制御中、制御装置１８０は、送電ユニット２２０と受電ユニット１１０との距離の微分値に基づいて、上述した方法により送電ユニット２２０と受電ユニット１１０との距離が極小になったか否かを判定する（ステップＳ８０）。そして、送電ユニット２２０と受電ユニット１１０との距離が極小になったと判定されると（ステップＳ８０においてＹＥＳ）、制御装置１８０は、車両を停車させ、電動パーキングブレーキを作動させる（ステップＳ９０）。   During the second guidance control, the control device 180 determines whether or not the distance between the power transmission unit 220 and the power reception unit 110 is minimized by the above-described method based on the differential value of the distance between the power transmission unit 220 and the power reception unit 110. Is determined (step S80). If it is determined that the distance between power transmission unit 220 and power reception unit 110 has become minimal (YES in step S80), control device 180 stops the vehicle and activates the electric parking brake (step S90).

その後、制御装置１８０は、給電設備２００から電動車両１００への実質的な給電を指示する給電指令を通信部１３０によって給電設備２００へ送信する（ステップＳ１００）。さらに、制御装置１８０は、システムメインリレーＳＭＲ２をオンするとともにＤＣ／ＤＣコンバータ１４２を駆動し、蓄電装置１５０の充電制御を実行する（ステップＳ１１０）。   Thereafter, control device 180 transmits a power supply command instructing substantial power supply from electric power supply facility 200 to electric powered vehicle 100 to power supply facility 200 through communication unit 130 (step S100). Further, control device 180 turns on system main relay SMR2 and drives DC / DC converter 142 to execute charging control of power storage device 150 (step S110).

一方、給電設備２００においては、電動車両１００から送信された起動指令を通信部２４０が受信すると（ステップＳ２００においてＹＥＳ）、ＥＣＵ２７０は、給電設備２００の起動を行なう（ステップＳ２１０）。次いで、電動車両１００から送信された点灯指令を通信部２４０が受信すると（ステップＳ２２０においてＹＥＳ）、ＥＣＵ２７０は、発光部２３０を点灯する（ステップＳ２３０）。さらに次いで、電動車両１００から送信される誘導制御中信号を通信部２４０が受信すると（ステップＳ２４０においてＹＥＳ）、ＥＣＵ２７０は、充電時よりも小さい予め設定された電力を出力するように高周波電力ドライバ２６０の出力を制御する（ステップＳ２５０）。   On the other hand, in power supply facility 200, when communication unit 240 receives the activation command transmitted from electrically powered vehicle 100 (YES in step S200), ECU 270 activates power supply facility 200 (step S210). Next, when communication unit 240 receives a lighting command transmitted from electrically powered vehicle 100 (YES in step S220), ECU 270 lights light emitting unit 230 (step S230). Next, when communication unit 240 receives a guidance control signal transmitted from electrically powered vehicle 100 (YES in step S240), ECU 270 outputs high-frequency power driver 260 so as to output preset power smaller than that during charging. Is controlled (step S250).

誘導制御中信号の受信中、ＥＣＵ２７０は、給電設備２００から出力される電圧の大きさを示す電圧センサ２７２からの電圧ＶＳの検出値、および給電設備２００から出力される電流の大きさを示す電流センサ２７４からの電流ＩＳの検出値を、給電設備２００の電力情報として通信部２４０によって電動車両１００へ送信する（ステップＳ２６０）。   During reception of the in-guidance control signal, the ECU 270 detects the detected value of the voltage VS from the voltage sensor 272 indicating the magnitude of the voltage output from the power supply facility 200 and the current indicating the magnitude of the current output from the power supply facility 200. The detected value of current IS from sensor 274 is transmitted to electric vehicle 100 by communication unit 240 as power information of power supply facility 200 (step S260).

そして、電動車両１００から送信される給電指令を通信部２４０が受信すると（ステップＳ２７０においてＹＥＳ）、ＥＣＵ２７０は、車両の充電を行なうための充電電力を出力するように高周波電力ドライバ２６０の出力を制御する（ステップＳ２８０）。   When communication unit 240 receives a power feed command transmitted from electrically powered vehicle 100 (YES in step S270), ECU 270 controls the output of high-frequency power driver 260 so as to output charging power for charging the vehicle. (Step S280).

以上のように、この実施の形態においては、電動車両１００の駐車制御は２段階で行なわれる。第１段階では、車両に搭載されたカメラ１２０からの画像情報に基づいて送電ユニット２２０と受電ユニット１１０との位置関係が検知され、その検知結果に基づいて、送電ユニット２２０へ車両を誘導するように車両が制御される（第１の誘導制御）。第２段階では、送電ユニット２２０から受電ユニット１１０への給電状況に基づいて送電ユニット２２０と受電ユニット１１０との間の距離Ｌが検知される。そして、送電ユニット２２０が車体下部に入り込むことによりカメラ１２０で送電ユニット２２０を撮影できない距離まで車両が送電ユニット２２０に近づくと、送電ユニット２２０から受電ユニット１１０への給電状況に基づき検知された送電ユニット２２０と受電ユニット１１０との距離情報に基づいて、送電ユニット２２０と受電ユニット１１０との位置合わせを行なうように車両が制御される（第２の誘導制御）。これにより、大掛かりな設備を備えることなく、給電設備２００の送電ユニット２２０と車両に搭載された受電ユニット１１０との位置合わせを行なうことができる。したがって、この実施の形態によれば、給電設備２００への駐車精度を確保しつつ簡易な構成で車両用給電システム１０を実現することができる。   As described above, in this embodiment, parking control of electrically powered vehicle 100 is performed in two stages. In the first stage, the positional relationship between the power transmission unit 220 and the power reception unit 110 is detected based on image information from the camera 120 mounted on the vehicle, and the vehicle is guided to the power transmission unit 220 based on the detection result. The vehicle is controlled (first guidance control). In the second stage, the distance L between the power transmission unit 220 and the power reception unit 110 is detected based on the power supply status from the power transmission unit 220 to the power reception unit 110. When the vehicle approaches the power transmission unit 220 to a distance where the power transmission unit 220 cannot be photographed by the camera 120 due to the power transmission unit 220 entering the lower part of the vehicle body, the power transmission unit detected based on the power supply status from the power transmission unit 220 to the power reception unit 110 Based on the distance information between 220 and power reception unit 110, the vehicle is controlled so as to align the power transmission unit 220 and power reception unit 110 (second guidance control). Thereby, alignment with the power receiving unit 110 mounted in the vehicle and the power transmission unit 220 of the power supply facility 200 can be performed without providing a large-scale facility. Therefore, according to this embodiment, the vehicle power supply system 10 can be realized with a simple configuration while ensuring the parking accuracy to the power supply facility 200.

また、上記の実施の形態においては、給電設備２００と電動車両１００との距離が大きいときは、画像情報に基づく誘導制御（第１の誘導制御）とし、給電設備２００と電動車両１００との距離が小さくなってから、送電ユニット２２０からの送電を必要とする、距離情報に基づく誘導制御（第２の誘導制御）が実行される。さらに、第２の誘導制御時に送電ユニット２２０から出力される電力は、充電制御開始後に出力される電力よりも小さい。したがって、この実施の形態によれば、電力の消費を抑えることができる。   In the above embodiment, when the distance between the power supply facility 200 and the electric vehicle 100 is large, the guidance control based on the image information (first guidance control) is performed, and the distance between the power supply facility 200 and the electric vehicle 100 is determined. Is reduced, guidance control (second guidance control) based on distance information that requires power transmission from the power transmission unit 220 is executed. Furthermore, the power output from the power transmission unit 220 during the second induction control is smaller than the power output after the start of charging control. Therefore, according to this embodiment, power consumption can be suppressed.

また、上記の実施の形態においては、給電設備２００から給電を受ける電動車両１００からの指令に基づいて給電設備２００が起動され、さらに、電動車両１００からの指令に基づいて発光部２３０が点灯される。したがって、この実施の形態によれば、非充電時の無駄な電力消費を抑えることができる。   In the above embodiment, power supply facility 200 is activated based on a command from electric vehicle 100 that receives power from power supply facility 200, and light emitting unit 230 is turned on based on a command from electric vehicle 100. The Therefore, according to this embodiment, wasteful power consumption during non-charging can be suppressed.

なお、上記の実施の形態においては、送電ユニット２２０がカメラ１２０の死角に入るとカメラ１２０からの画像情報に基づく第１の誘導制御から距離情報に基づく第２の誘導制御に切替わるものとしたが、予め設定された所定の距離まで車両が送電ユニット２２０に近づいたときに第１の誘導制御から第２の誘導制御に切り替わるようにしてもよい。なお、上記所定の距離として、たとえば、受電ユニット１１０が送電ユニット２２０から受電可能な距離などを設定可能である。   In the above embodiment, when the power transmission unit 220 enters the blind spot of the camera 120, the first guidance control based on the image information from the camera 120 is switched to the second guidance control based on the distance information. However, when the vehicle approaches the power transmission unit 220 to a predetermined distance set in advance, the first guidance control may be switched to the second guidance control. Note that, as the predetermined distance, for example, a distance that the power receiving unit 110 can receive power from the power transmission unit 220 can be set.

また、上記においては、給電設備２００の電力情報を電動車両１００へ送信し、その電力情報に基づいて車両側で距離情報を生成するものとしたが、給電設備２００における出力電流に基づいて、または車両における受電電圧を電動車両１００から給電設備２００へ送信することによって、給電設備２００側で距離情報を生成して電動車両１００へ送信してもよい。また、距離情報を給電設備２００が有することによって、給電設備２００において距離情報に基づく第２の誘導制御の終了判定を行なってもよい。   In the above description, the power information of the power supply facility 200 is transmitted to the electric vehicle 100, and the distance information is generated on the vehicle side based on the power information. However, based on the output current in the power supply facility 200, or By transmitting the received voltage in the vehicle from the electric vehicle 100 to the power supply facility 200, distance information may be generated on the power supply facility 200 side and transmitted to the electric vehicle 100. Moreover, when the power supply facility 200 has the distance information, the power supply facility 200 may determine whether the second guidance control is completed based on the distance information.

また、上記においては、第１の誘導制御時は運転者がアクセル／ブレーキを操作するものとし、第２の誘導制御時はアクセル／ブレーキ操作を自動で行なうものとしたが、第１の誘導制御時もアクセル／ブレーキ操作も自動で行なうようにしてもよいし、あるいは、第２の誘導制御時も運転者がアクセル／ブレーキを操作するものとしてもよい。   In the above description, the driver operates the accelerator / brake during the first guidance control, and the accelerator / brake operation is automatically performed during the second guidance control. The accelerator / brake operation may be performed automatically at any time, or the driver may operate the accelerator / brake during the second guidance control.

また、上記においては、カメラ１２０は車両後部に配設されるものとしたが、カメラ１２０の配設場所は車両後部に限定されるものではない。   In the above description, the camera 120 is disposed at the rear of the vehicle. However, the location of the camera 120 is not limited to the rear of the vehicle.

また、上記においては、共鳴法を用いて給電設備２００から電動車両１００へ非接触で送電するものとしたが、給電設備２００から電動車両１００への送電手法は、必ずしも共鳴法に限定されるものではなく、その他の非接触送電手法である、電磁誘導を用いた送電や、マイクロ波を用いた送電であってもよい。なお、これらの送電手法においても、給電設備から車両への給電状況に基づいて送電ユニットと受電ユニットとの距離を推定することが可能である。   In the above description, the resonance method is used to transmit power from the power supply facility 200 to the electric vehicle 100 in a contactless manner, but the power transmission method from the power supply facility 200 to the electric vehicle 100 is not necessarily limited to the resonance method. Instead, other non-contact power transmission methods such as power transmission using electromagnetic induction or power transmission using microwaves may be used. In these power transmission methods, it is possible to estimate the distance between the power transmission unit and the power reception unit based on the power supply status from the power supply facility to the vehicle.

また、上記においては、発光部２３０に基づいて送電ユニット２２０の位置および方向を画像認識するものとしたが、発光部２３０を設けることなく送電ユニット２２０の形状等を画像認識してもよい。なお、上記の実施の形態のように発光部２３０を設けることによって、夜間においても送電ユニット２２０の位置および方向を認識することが可能である。   In the above description, the position and direction of the power transmission unit 220 are image-recognized based on the light emitting unit 230. However, the shape and the like of the power transmission unit 220 may be image-recognized without providing the light emitting unit 230. In addition, by providing the light emitting unit 230 as in the above embodiment, the position and direction of the power transmission unit 220 can be recognized even at night.

また、上記においては、一対の自己共振コイルを共鳴させて送電するものとしたが、共鳴体として自己共振コイルに代えて高誘電率材から成る高誘電体ディスクを用いることもできる。   In the above description, power is transmitted by resonating a pair of self-resonant coils. However, a high-dielectric disk made of a high-dielectric constant material can be used as the resonator instead of the self-resonant coil.

また、上記においては、電動車両として、動力分割装置１７７によりエンジン１７６の動力を分割して駆動輪１７８とモータジェネレータ１７２とに伝達可能なシリーズ／パラレル型のハイブリッド車について説明したが、この発明は、その他の形式のハイブリッド車にも適用可能である。すなわち、たとえば、モータジェネレータ１７２を駆動するためにのみエンジン１７６を用い、モータジェネレータ１７４でのみ車両の駆動力を発生する、いわゆるシリーズ型のハイブリッド車や、エンジン１７６が生成した運動エネルギーのうち回生エネルギーのみが電気エネルギーとして回収されるハイブリッド車、エンジンを主動力として必要に応じてモータがアシストするモータアシスト型のハイブリッド車などにもこの発明は適用可能である。   In the above description, a series / parallel type hybrid vehicle in which the power of the engine 176 is divided by the power split device 177 and can be transmitted to the drive wheels 178 and the motor generator 172 has been described as an electric vehicle. It can also be applied to other types of hybrid vehicles. That is, for example, a so-called series-type hybrid vehicle that uses the engine 176 only to drive the motor generator 172 and generates the driving force of the vehicle only by the motor generator 174, or regenerative energy among the kinetic energy generated by the engine 176 The present invention can also be applied to a hybrid vehicle in which only the electric energy is recovered, a motor assist type hybrid vehicle in which the motor assists the engine as the main power if necessary.

また、この発明は、エンジン１７６を備えずに電力のみで走行する電気自動車や、直流電源として蓄電装置１５０に加えて燃料電池をさらに備える燃料電池車にも適用可能である。また、この発明は、昇圧コンバータ１６２を備えない電動車両や、ＤＣ／ＤＣコンバータ１４２を備えない電動車両にも適用可能である。   In addition, the present invention can also be applied to an electric vehicle that does not include engine 176 and travels only by electric power, and a fuel cell vehicle that further includes a fuel cell in addition to power storage device 150 as a DC power source. The present invention is also applicable to an electric vehicle that does not include boost converter 162 and an electric vehicle that does not include DC / DC converter 142.

なお、上記において、カメラ１２０およびＩＰＡ−ＥＣＵ４１０は、この発明における「第１の検知手段」（第１の検知部）を形成し、ＩＰＡ−ＥＣＵ４１０およびＥＰＳ４２０は、この発明における「第１の誘導制御手段」（第１の誘導制御部）を形成する。また、共鳴ＥＣＵ４６０は、この発明における「第２の検知手段」（第２の検知部）に対応し、ＨＶ−ＥＣＵ４７０、ＭＧ−ＥＣＵ４３０およびＥＣＢ４４０は、この発明における「第２の誘導制御手段」（第２の誘導制御部）を形成する。   In the above, the camera 120 and the IPA-ECU 410 form the “first detection means” (first detection unit) in the present invention, and the IPA-ECU 410 and the EPS 420 correspond to the “first guidance control” in the present invention. Means "(first guidance control unit). Resonance ECU 460 corresponds to “second detection means” (second detection unit) in the present invention, and HV-ECU 470, MG-ECU 430, and ECB 440 correspond to “second guidance control means” ( 2nd guidance control part) is formed.

さらに、カメラ１２０は、この発明における「撮影装置」に対応し、ＩＰＡ−ＥＣＵ４１０は、この発明における「画像認識部」に対応する。また、さらに、通信部１３０，２４０は、この発明における「通信手段」を形成し、一次自己共振コイル２２４は、この発明における「送電用コイル」に対応する。また、さらに、二次自己共振コイル１１２は、この発明における「受電用コイル」に対応し、共鳴ＥＣＵ４６０は、この発明における「距離推定部」に対応する。また、さらに、ＥＰＳ４２０は、この発明における「第１の制御部」に対応し、ＭＧ−ＥＣＵ４３０およびＥＣＢ４４０は、この発明における「第２の制御部」を形成する。また、さらに、高周波電力ドライバ２６０およびＥＣＵ２７０は、この発明における「電力制御部」を形成する。   Further, camera 120 corresponds to “imaging device” in the present invention, and IPA-ECU 410 corresponds to “image recognition unit” in the present invention. Furthermore, communication units 130 and 240 form “communication means” in the present invention, and primary self-resonant coil 224 corresponds to “power transmission coil” in the present invention. Further, secondary self-resonant coil 112 corresponds to “power receiving coil” in the present invention, and resonance ECU 460 corresponds to “distance estimating unit” in the present invention. Furthermore, EPS 420 corresponds to “first control unit” in the present invention, and MG-ECU 430 and ECB 440 form “second control unit” in the present invention. Furthermore, high frequency power driver 260 and ECU 270 form a “power control unit” in the present invention.

今回開示された実施の形態は、すべての点で例示であって制限的なものではないと考えられるべきである。本発明の範囲は、上記した実施の形態の説明ではなくて請求の範囲によって示され、請求の範囲と均等の意味および範囲内でのすべての変更が含まれることが意図される。   The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is shown not by the above description of the embodiments but by the scope of claims, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

Claims (15)

車両外部に設けられる給電設備の送電ユニットから車両に搭載された受電ユニットへ非接触で給電する車両用給電システムであって、
前記送電ユニットと前記受電ユニットとの位置関係を検知する第１の検知手段と、
前記第１の検知手段の検知結果に基づいて前記送電ユニットへ前記車両を誘導するように前記車両を制御する第１の誘導制御手段と、
前記送電ユニットから前記受電ユニットへの給電状況に基づいて前記送電ユニットと前記受電ユニットとの間の距離を検知する第２の検知手段と、
前記第１の誘導制御手段により前記車両が前記送電ユニットに所定の距離まで近づくと、前記第２の検知手段の検知結果に基づいて前記送電ユニットと前記受電ユニットとの位置合わせを行なうように前記車両を制御する第２の誘導制御手段とを備え、
前記送電ユニットは、地面に配置され、
前記受電ユニットは、車体底面に配置され、
前記送電ユニットおよび前記受電ユニットの対向面積は、前記車体底面の面積よりも小さく、
前記第１の検知手段は、
前記車両に搭載され、前記車両の外部を撮影する撮影装置と、
前記撮影装置によって撮影された画像に基づいて前記送電ユニットの位置を認識する画像認識部とを含み、
前記所定の距離は、前記車両が前記送電ユニットに近づくことにより前記送電ユニットが車体下部に入り込むことによって、前記撮影装置により前記送電ユニットを撮影不可能となる距離である、車両用給電システム。A vehicle power supply system for feeding power contactlessly from the power transmission unit of the sheet generation facilities provided in a vehicle outside the onboard power receiving unit to the vehicles,
A first detection means to detect the positional relationship between the power receiving unit and the transmitting unit,
A first guidance control means to control said vehicle so as to guide the vehicle to the power transmitting unit based on a detection result of the first detecting means,
And second detection means to detect the distance between the power receiving unit and the transmitting unit on the basis of the power transmitting unit to the power supply status to the power receiving unit,
When the vehicle approaches the power transmission unit to a predetermined distance by the first guidance control means, the power transmission unit and the power reception unit are aligned based on the detection result of the second detection means. and a second guidance control means to control the vehicle,
The power transmission unit is disposed on the ground;
The power receiving unit is disposed on the bottom surface of the vehicle body,
The facing area of the power transmission unit and the power receiving unit is smaller than the area of the bottom surface of the vehicle body,
The first detection means includes
A photographing device mounted on the vehicle and photographing the outside of the vehicle;
An image recognition unit for recognizing the position of the power transmission unit based on an image photographed by the photographing device;
The power supply system for vehicles, wherein the predetermined distance is a distance at which the power transmission unit cannot be photographed by the photographing device when the power transmission unit enters a lower part of the vehicle body as the vehicle approaches the power transmission unit . 前記所定の距離は、前記受電ユニットが前記送電ユニットから受電可能な予め設定された距離である、請求項１に記載の車両用給電システム。2. The vehicle power supply system according to claim 1 , wherein the predetermined distance is a preset distance at which the power reception unit can receive power from the power transmission unit. 前記車両と前記給電設備との間で通信を行なう通信手段をさらに備え、
前記第１の検知手段は、前記送電ユニットの位置を示す発光部をさらに含み、
前記発光部は、前記通信手段により前記車両と前記給電設備との間の通信が確立した後に発光する、請求項１に記載の車両用給電システム。Further comprising a a communication vehicle which performs communication with the power supply facility and the vehicle,
The first detection means further includes a light emitting unit indicating a position of the power transmission unit,
2. The vehicle power supply system according to claim 1 , wherein the light emitting unit emits light after communication between the vehicle and the power supply facility is established by the communication unit. 前記発光部は、前記通信手段により前記車両から受ける指令に応じて発光する、請求項３に記載の車両用給電システム。The power supply system for a vehicle according to claim 3 , wherein the light emitting unit emits light according to a command received from the vehicle by the communication unit. 前記車両と前記給電設備との間で通信を行なう通信手段をさらに備え、
前記給電設備は、前記通信手段により前記車両から受ける指令に応じて起動される、請求項１に記載の車両用給電システム。Further comprising a a communication vehicle which performs communication with the power supply facility and the vehicle,
The vehicle power supply system according to claim 1 , wherein the power supply facility is activated in response to a command received from the vehicle by the communication unit. 前記送電ユニットは、電源から電力を受ける送電用コイルを含み、
前記受電ユニットは、前記送電用コイルから非接触で受電するための受電用コイルを含み、
前記第２の検知手段は、前記送電用コイルから前記受電用コイルへ送電される電力の情報に基づいて前記送電ユニットと前記受電ユニットとの間の距離を推定する距離推定部を含む、請求項１に記載の車両用給電システム。The power transmission unit includes a power transmission coil for receiving power from a power source,
The power receiving unit includes a power receiving coil for receiving contactlessly from the power transmission coil,
It said second sensing means includes a distance estimation unit that estimates a distance between the power receiving unit and the transmitting unit based on the power information that is transmission from the power transmission coil to the power receiving coil, claim vehicle power supply system according to 1. 前記第２の誘導制御手段による前記送電ユニットと前記受電ユニットとの位置合わせの実行中に前記送電ユニットから前記受電ユニットへ供給される電力の大きさは、前記位置合わせの完了後に前記送電ユニットから前記受電ユニットへ供給される電力よりも小さい、請求項１に記載の車両用給電システム。The magnitude of power supplied from the power transmission unit to the power receiving unit during execution of alignment between the power transmission unit and the power receiving unit by the second guidance control unit is determined from the power transmission unit after completion of the alignment. The vehicle power supply system according to claim 1 , wherein the power supply system is smaller than electric power supplied to the power receiving unit. 前記第１の誘導制御手段は、前記第１の検知手段の検知結果に基づいて前記車両のステアリングを制御する第１の制御部を含み、
前記第２の誘導制御手段は、前記第２の検知手段の検知結果に基づいて前記車両の駆動および制動を制御する第２の制御部を含む、請求項１に記載の車両用給電システム。The first guidance control means includes a first control unit that controls steering of the vehicle based on a detection result of the first detection means,
2. The vehicle power supply system according to claim 1 , wherein the second guidance control unit includes a second control unit that controls driving and braking of the vehicle based on a detection result of the second detection unit. 車両外部に設けられる給電設備の送電ユニットから給電される電力を用いて電動機により走行可能な電動車両であって、
前記送電ユニットから送出される電力を非接触で受電するように構成された受電ユニットと、
前記送電ユニットの位置を検知する第１の検知部と、
前記第１の検知部の検知結果に基づいて前記送電ユニットへ当該車両を誘導するように当該車両を制御する第１の誘導制御部と、
前記送電ユニットから前記受電ユニットへの給電状況に基づいて前記送電ユニットと前記受電ユニットとの間の距離を検知する第２の検知部と、
前記第１の誘導制御部により当該車両が前記送電ユニットに所定の距離まで近づくと、前記第２の検知部の検知結果に基づいて前記送電ユニットと前記受電ユニットとの位置合わせを行なうように当該車両を制御する第２の誘導制御部とを備え、
前記送電ユニットは、地面に配置され、
前記受電ユニットは、車体底面に配置され、
前記送電ユニットおよび前記受電ユニットの対向面積は、前記車体底面の面積よりも小さく、
前記第１の検知部は、
前記車両の外部を撮影する撮影装置と、
前記撮影装置によって撮影された画像に基づいて前記送電ユニットの位置を認識する画像認識部とを含み、
前記所定の距離は、当該車両が前記送電ユニットに近づくことにより前記送電ユニットが車体下部に入り込むことによって、前記撮影装置により前記送電ユニットを撮影不可能となる距離である、電動車両。A more travelable electric vehicle to the electric motor using the electric power fed power transmission unit or these feed generation facilities provided in a vehicle outside,
A power receiving unit configured to receive power transmitted from the power transmitting unit in a non-contact,
A first detection unit for detecting the position of the power transmission unit;
A first guidance control unit for controlling the vehicle to guide the vehicle to the power transmission unit based on a detection result of the first detection unit;
A second detection unit that detects a distance between the power transmission unit and the power reception unit based on a power supply state from the power transmission unit to the power reception unit;
When the vehicle approaches the power transmission unit to a predetermined distance by the first guidance control unit, the power transmission unit and the power reception unit are aligned based on the detection result of the second detection unit. A second guidance control unit for controlling the vehicle ,
The power transmission unit is disposed on the ground;
The power receiving unit is disposed on the bottom surface of the vehicle body,
The facing area of the power transmission unit and the power receiving unit is smaller than the area of the bottom surface of the vehicle body,
The first detector is
A photographing device for photographing the outside of the vehicle;
An image recognition unit for recognizing the position of the power transmission unit based on an image photographed by the photographing device;
The predetermined distance is an electric vehicle that is a distance at which the power transmission unit cannot be photographed by the photographing device when the power transmission unit enters a lower part of the vehicle body as the vehicle approaches the power transmission unit . 前記所定の距離は、前記受電ユニットが前記送電ユニットから受電可能な予め設定された距離である、請求項９に記載の電動車両。The electric vehicle according to claim 9 , wherein the predetermined distance is a preset distance at which the power receiving unit can receive power from the power transmission unit. 前記給電設備と通信を行なう通信部をさらに備え、
前記給電設備は、前記送電ユニットの位置を示す発光部を含み、
前記通信部は、前記給電設備との通信が確立した後、前記発光部の点灯を指示する指令を前記給電設備へ送信する、請求項９に記載の電動車両。A communication unit for communicating with the power supply facility;
The power supply facility includes a light emitting unit indicating a position of the power transmission unit,
The electric vehicle according to claim 9 , wherein the communication unit transmits a command to instruct lighting of the light emitting unit to the power supply facility after communication with the power supply facility is established. 前記給電設備と通信を行なう通信部をさらに備え、
前記通信部は、前記給電設備の起動を指示する指令を前記給電設備へ送信する、請求項９に記載の電動車両。A communication unit for communicating with the power supply facility;
The electric vehicle according to claim 9 , wherein the communication unit transmits a command instructing activation of the power supply facility to the power supply facility. 前記送電ユニットは、電源から電力を受ける送電用コイルを含み、
前記受電ユニットは、前記送電用コイルから非接触で受電するための受電用コイルを含み、
前記第２の検知部は、前記送電用コイルから前記受電用コイルへ送電される電力の情報に基づいて前記送電ユニットと前記受電ユニットとの間の距離を推定する距離推定部を含む、請求項９に記載の電動車両。The power transmission unit includes a power transmission coil for receiving power from a power source,
The power receiving unit includes a power receiving coil for receiving contactlessly from the power transmission coil,
It said second sensing unit includes a distance estimation unit that estimates a distance between the power receiving unit and the transmitting unit based on the power information that is transmission from the power transmission coil to the power receiving coil, claim 9. The electric vehicle according to 9 . 前記第２の誘導制御部による前記送電ユニットと前記受電ユニットとの位置合わせ時に前記送電ユニットから前記受電ユニットへ供給される電力の大きさは、前記送電ユニットと前記受電ユニットとの位置合わせ完了後に前記送電ユニットから前記受電ユニットへ供給される電力よりも小さい、請求項９に記載の電動車両。The amount of power supplied from the power transmission unit to the power receiving unit when the second induction control unit aligns the power transmission unit and the power receiving unit is determined after the alignment between the power transmission unit and the power receiving unit is completed. The electric vehicle according to claim 9 , wherein the electric vehicle is smaller than electric power supplied from the power transmission unit to the power reception unit. 前記第１の誘導制御部は、前記第１の検知部の検知結果に基づいて前記車両のステアリングを制御する第１の制御部を含み、
前記第２の誘導制御部は、前記第２の検知部の検知結果に基づいて前記車両の駆動および制動を制御する第２の制御部を含む、請求項９に記載の電動車両。The first guidance control unit includes a first control unit that controls steering of the vehicle based on a detection result of the first detection unit,
The electric vehicle according to claim 9 , wherein the second guidance control unit includes a second control unit that controls driving and braking of the vehicle based on a detection result of the second detection unit.
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